Two-wheeled vehicle

ABSTRACT

A two-wheeled vehicle is provided including a frame, front and rear ground-engaging members each supporting the frame, a straddle-type seat, a handlebar for steering the vehicle, at least one light device configured to operate in a hazard mode, an engine supported by the frame and operably coupled to the ground-engaging members, a tilt sensor, and a vehicle control unit in communication with the tilt sensor. The vehicle control unit is operative to detect a tilt angle of the vehicle based on output from the tilt sensor. The vehicle control unit is operative to determine a tip-over condition of the vehicle based on the detected tilt angle exceeding a threshold tilt angle. The vehicle control unit activates the hazard mode of the at least one light in response to the determination of the tip-over condition.

PRIORITY CLAIM AND CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims priority to U.S. Provisional PatentApplication Ser. No. 61/773,708, filed on Mar. 6, 2013, (Attorney DocketNo. PLR-12-25433.03P); to U.S. Provisional Patent Application Ser. No.61/725,440, filed on Nov. 12, 2012, (Attorney Docket No.PLR-12-25433.01P) and to co-pending U.S. Design patent application Ser.No. 29/437,022 filed Nov. 12, 2012, (Attorney Docket No.PLR-12-25433.02P) the complete disclosures of which are expresslyincorporated by reference herein. The present application is related topatent application Ser. No. ______, filed on ______, (Attorney DocketNo. PLR-12-25433.05P), patent application Ser. No. ______, filed on______ and (Attorney Docket No. PLR-12-25433.04P), the completedisclosures of which are expressly incorporated by reference herein.

BACKGROUND OF THE INVENTION

The present disclosure relates to an engine for a two-wheeled vehicleand, more particularly, to a motorcycle engine having improved intakeand exhaust systems. One vehicle is shown in U.S. Pat. No. 7,779,950,the subject matter of which is incorporated herein by reference.

The present disclosure relates a V-twin engine for a motorcycle and,more particularly, to a V-twin engine having three cams.

Conventional two-wheeled vehicles include a frame for supporting anoperator. The frame may also support a passenger rearward of the driver.An engine is typically positioned below the driver and is coupled to theframe. The front of the vehicle may include a panel or cover positionedforward of the driver for supporting additional components of thevehicle, for example a light. The rear of the vehicle may include acargo area, for example saddle bags extending laterally outward from theframe.

The size and shape of the engine for a two-wheeled vehicle may vary onaccount of multiple factors. For example, the engine may have twocylinders in a straight/inline or in a “V” arrangement. Engine valvetrains also may vary. For example, conventional engines may have anoverhead cam configuration in which the valve train is generally in thecylinder head. Alternatively, engines may have a flathead configurationin which at least a portion of the valve train is in the cylinder block.

SUMMARY OF THE INVENTION

In an exemplary embodiment of the present disclosure, a vehicle isprovided including a frame, a plurality of ground-engaging memberssupporting the frame, an engine supported by the frame and operablycoupled to the ground-engaging members, a transmission operably coupledto the engine, and an electrical system. The electrical system includesa plurality of electrical components and at least one control unitoperative to control the engine and the plurality of electricalcomponents. The electrical system further includes a portable wirelesssecurity device detectable by the at least one control unit and firstand second operator input devices electrically coupled to the at leastone control unit. In response to detecting an actuation of the firstoperator input device and the electrical system being powered off, theat least one control unit is operative to determine whether the portablewireless security device is within a range of the vehicle and to poweron the electrical system upon determining the portable wireless securitydevice is within the range of the vehicle. In response to detecting anactuation of the second operator input device and the electrical systembeing powered on, the at least one control unit is operative todetermine whether the portable wireless security device is within therange of the vehicle and to start the engine upon determining theportable wireless security device is within the range of the vehicle. Inone example, when the at least one control unit determines that thesecurity device is not present within the range of the vehicle afterpowering on the electrical system and starting the engine, and thevehicle is at a zero speed, the at least one control unit at least oneof shuts down the engine and powers down the electrical system after apredetermined delay. In another example, the at least one control unitshuts down the engine after a first predetermined delay and powers downthe electrical system after a second predetermined delay, and the secondpredetermined delay is longer than the first predetermined delay.

In still another exemplary embodiment of the present disclosure, amethod of controlling the startup of a vehicle carried out by at leastone control unit of the vehicle is provided. The method includesdetecting an actuation of a first operator input device of the vehiclewhile an electrical system of the vehicle and an engine of the vehicleare each in a powered off state, determining whether a wireless securitydevice is within a range of the vehicle in response to detecting theactuation of the first operator input device, and powering on theelectrical system in response to determining the wireless securitydevice is within the range of the vehicle following the detecting theactuation of the first operator input device. The method furtherincludes detecting an actuation of a second operator input device of thevehicle while the electrical system is powered on and the engine is inthe powered off state, determining whether the wireless security deviceis within the range of the vehicle in response to detecting theactuation of the second operator input device, and starting the engineupon determining the wireless security device is within the range of thevehicle following the detecting the actuation of the second operatorinput device.

In another exemplary embodiment of the present disclosure, a two-wheeledvehicle is provided including a frame, front and rear ground-engagingmembers each supporting the frame, a straddle-type seat, a handlebar forsteering the vehicle, an engine supported by the frame and operablycoupled to the ground-engaging members, and a storage compartmentsupported by the frame. The storage compartment includes an access doorand a lock device configured to lock and unlock the access door anelectrical system. The access door is moveable between an open positionand a closed position. The vehicle includes an electrical systemincluding a vehicle control unit and a plurality of electricalcomponents controlled by the vehicle control unit. The vehicle controlunit is operably coupled to the lock device of the storage compartment.The vehicle includes a portable wireless security device operative tocommunicate with the vehicle control unit. The portable wirelesssecurity device includes an operator input and a transmitter operativeto transmit a wireless signal to the vehicle control unit when theelectrical system is in a powered off state in response to an actuationof the operator input. The vehicle control unit is configured to controlthe lock device to at least one of lock and unlock the access door ofthe storage compartment in response to receiving the wireless signalfrom the portable wireless security device while the electrical systemis in the powered off state. In one example, in response to the accessdoor remaining in the closed position for a predetermined duration afterunlocking the lock device in response to receiving the wireless signal,the vehicle control unit automatically controls the lock device to lockthe access door in the closed position.

In yet another exemplary embodiment of the present disclosure, atwo-wheeled vehicle is provided including a frame, front and rearground-engaging members each supporting the frame, a straddle-type seat,a handlebar for steering the vehicle, at least one light deviceconfigured to operate in a hazard mode, an engine supported by the frameand operably coupled to the ground-engaging members, a tilt sensor, anda vehicle control unit in communication with the tilt sensor. Thevehicle control unit is operative to detect a tilt angle of the vehiclebased on output from the tilt sensor. The vehicle control unit isoperative to determine a tip-over condition of the vehicle based on thedetected tilt angle exceeding a threshold tilt angle. The vehiclecontrol unit activates the hazard mode of the at least one light inresponse to the determination of the tip-over condition.

In still another exemplary embodiment of the present disclosure, atwo-wheeled vehicle is provided including a frame, front and rearground-engaging members each supporting the frame, a straddle-type seat,a handlebar for steering the vehicle, an engine supported by the frameand operably coupled to the ground-engaging members, a fuel tankcontaining fuel for use by the engine, a fuel level sensor coupled tothe fuel tank, a tilt sensor, and a vehicle control unit incommunication with the fuel level sensor and the tilt sensor. Thevehicle control unit is operative to detect a tilt angle of the vehiclebased on output from the tilt sensor and a fuel level in the fuel tankbased on output from the fuel level sensor. The vehicle control unit isoperative to adjust the detected fuel level based on the detected tiltangle of the vehicle. In one example, the vehicle further includes avehicle speed sensor in communication with the vehicle control unit, andthe vehicle control unit adjusts the detected fuel level further basedon a detected speed of the vehicle.

In another exemplary embodiment of the present disclosure, a method ofdetermining a fuel level of a two-wheeled vehicle is provided. Thetwo-wheeled vehicle includes a straddle seat, a handlebar, a frontground-engaging member, and a rear ground-engaging member. The methodincludes detecting a fuel level in a fuel tank of the vehicle based onoutput from a fuel level sensor, detecting a tilt angle of the vehiclebased on output from a tilt sensor, and adjusting the detected fuellevel based on the detected tilt angle of the vehicle.

The above mentioned and other features of the invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a left front perspective view of the two-wheeled vehicle;

FIG. 2 is a right rear perspective view of the two-wheeled vehicle;

FIG. 3 is a left side view of an illustrative embodiment of thetwo-wheeled vehicle;

FIG. 4 is a right side view of an illustrative embodiment of thetwo-wheeled vehicle;

FIG. 5 is a top view of the two-wheeled vehicle of FIG. 1;

FIG. 6 is a front view of the two-wheeled vehicle of FIG. 1;

FIG. 7 is a rear view of the two-wheeled vehicle of FIG. 1;

FIG. 8 is a left front perspective view of a power train assembly of thepresent disclosure;

FIG. 9 is a left underside perspective view of the power train assemblyof FIG. 8;

FIG. 10 is right underside perspective view of the power train assemblyof FIG. 8;

FIG. 11 is a right rear perspective view of the power train assembly ofFIG. 8;

FIG. 12 is a left perspective view of the power train assembly of FIG. 8in a partially exploded manner;

FIG. 13 is a right perspective view of the power train assembly of FIG.8 in a partially exploded manner;

FIG. 13A is an enlarged view of a housing of the power train assemblyshown in FIG. 13;

FIG. 14 shows an exploded view of a head and head cover;

FIG. 15 is a cross-sectional view through lines 15-15 of FIG. 14;

FIG. 16 is top view above the heads with the head covers removed;

FIG. 17 is a perspective view showing an air cleaner and an inner rockercovers;

FIG. 18 is a side view showing exhaust manifolds exploded away from theheads;

FIG. 19 is an underside perspective view showing an exhaust port;

FIG. 20 is a partially fragmented frontal view of the engine showing anengine cooler and filter assembly;

FIG. 21 shows the assembly of FIG. 20 in an exploded manner;

FIG. 22 shows a front perspective view of an adaptor of FIG. 21 in anenlarged view;

FIG. 23 shows a rear perspective view of the adaptor of FIG. 22;

FIG. 24 shows the a frame of the vehicle in an assembled manner andcoupled to the power train housing;

FIG. 25 is a right perspective view of the frame shown in FIG. 24;

FIG. 26 is similar to the frame shown in FIG. 24 in an exploded manner;

FIG. 26A is an enlarged view of a main frame portion shown in FIG. 26;

FIG. 27 shows an exploded view of a rear frame portion;

FIG. 28 shows a longitudinal cross-section of the main frame portionshowing the air box;

FIG. 29 shows the main frame portion coupled to the air cleaner;

FIG. 30 shows a cross-sectional view through the air cleaner and aircoupler;

FIG. 31 shows the main frame portion with a wire harness channel poisedfor receipt over the top of the frame;

FIG. 32 shows a fuel tank poised for receipt over the top of the mainframe portion and wire harness channel;

FIG. 33 shows a cross-sectional view through lines 33-33 of FIG. 32where the wire harness channel is in an assembled position;

FIG. 34 shows a rear passenger foot peg coupled to the vehicle frame;

FIG. 35 shows an exploded view of the assembly in FIG. 34;

FIG. 36 shows the assembly of FIG. 35 from the opposite view;

FIG. 37 shows an assembled view of a swing arm and rear wheel;

FIG. 38 shows an exploded view of a belt drive system;

FIG. 39 shows a cross-sectional view through a rear axle;

FIG. 40 shows an exploded view of a belt guard;

FIG. 41 shows an assembled position of a rear axle and brakes;

FIG. 42 shows an exploded view of the assembly 41;

FIG. 43 shows an assembled view of a rear suspension assembly;

FIG. 44 shows a cross-sectional view through lines 44-44 of FIG. 43;

FIG. 45 shows a perspective view of the rear suspension assembly;

FIG. 46 shows an exploded view of the rear suspension assembly of FIG.45;

FIG. 47 shows a perspective view of a transmission shift lever;

FIG. 48 shows an exploded view of the lever of FIG. 48;

FIG. 49 is a front perspective view of a rear fender of the illustrativevehicle;

FIG. 50 is a rear perspective view of the rear fender of FIG. 49;

FIG. 51 is an exploded view of the rear fender of FIG. 49;

FIG. 52 is a bottom perspective view of the rear fender of FIG. 50;

FIG. 52A is a rear perspective view of an alternative embodiment of therear fender of FIG. 52;

FIG. 53 is a rear perspective view of the rear fender of FIG. 49 coupledto saddle bags;

FIG. 54 is a front perspective view of the saddle bags of FIG. 53 withthe rear fender removed;

FIG. 55 is a bottom perspective view of the saddle bags of FIG. 54;

FIG. 56 is a cross-sectional view of the saddle bags of FIG. 54;

FIG. 57A is a cross-sectional view of a hinge assembly of the saddlebags of FIG. 54 in a closed position;

FIG. 57B is a cross-section view of the hinge assembly of FIG. 56 in anopen position;

FIG. 58 is a rear cross-sectional view of the saddle bags of FIG. 53coupled to the rear fender with a mounting assembly;

FIG. 59 is an exploded view of the saddle bag mounting assembly of FIG.58;

FIG. 60A is an exploded view of an alternative embodiment of the saddlebag mounting assembly of FIG. 59;

FIG. 60B is a side perspective view of the alternative embodiment saddlebag mounting assembly of FIG. 60A;

FIG. 61 is a cross-sectional view of the saddle bag mounting assembly ofFIG. 60B;

FIG. 62 is a front perspective view of a front wheel and front fender ofthe illustrative vehicle;

FIG. 63 is a side view of a front brake assembly, a rear brake assembly,and an anti-lock brake system of the illustrative vehicle;

FIG. 64 is a side perspective view of the front fender of FIG. 62;

FIG. 65 is an exploded view of the front fender of FIG. 64;

FIG. 66 is a side perspective view of the front fender of FIG. 64 with apanel removed to expose a brake assembly of the front wheel;

FIG. 66A is a front perspective view of an alternative embodiment of thefront fender of FIG. 64;

FIG. 67 is a cross-sectional view of the front fender of FIG. 64;

FIG. 68 is a front perspective view of a steering assembly of theillustrative vehicle;

FIG. 69 is an exploded view of the steering assembly of FIG. 68;

FIG. 70 is a front cross-sectional view of the steering assembly of FIG.68;

FIG. 71 is a side cross-sectional view of the steering assembly of FIG.68;

FIG. 72 is a front view of a front fairing and a windshield assembly;

FIG. 73 is a rear perspective view of the front fairing of FIG. 72;

FIG. 74 is a further rear perspective view of the front fairing and thewindshield assembly of FIG. 72;

FIG. 75 is a cross-sectional view of a grip of the handlebars;

FIG. 76 is a front exploded view of the front fairing assembly of FIG.72;

FIG. 77 is a rear exploded view of the front fairing assembly of FIG.76;

FIG. 78 is a front perspective view of the windshield assembly of FIG.72;

FIG. 79 is a front exploded view of the windshield assembly of FIG. 78;

FIG. 80 is a rear exploded view of the windshield assembly of FIG. 78;

FIG. 81 is a top view of the windshield assembly of FIG. 78;

FIG. 82 is a rear perspective view of the windshield assembly in a downposition;

FIG. 83 is a cross-sectional view of the windshield assembly in the downposition;

FIG. 84 is a front perspective view of the windshield assembly in theposition;

FIG. 85 is a rear perspective view of the windshield assembly in an upposition;

FIG. 86 is a cross-sectional view of the windshield assembly in an upposition;

FIG. 87 is a front perspective view of the windshield assembly in the upposition;

FIG. 88 is a front perspective view of an alternative embodiment of theillustrative vehicle;

FIG. 89 is a front perspective view of an alternative embodiment of theillustrative vehicle;

FIG. 90 is a side view of the vehicle of FIG. 89;

FIG. 91 is a further side of view of the vehicle of FIG. 90;

FIG. 92 is a top view of the vehicle on FIG. 91;

FIG. 93 is a front view of the vehicle of FIG. 92;

FIG. 94 is a further front view of the vehicle of FIG. 93;

FIG. 95 is a further top view of a front end of the vehicle of FIG. 92;

FIG. 96 is a further side view of the front end of the vehicle of FIG.91;

FIG. 97 is a further side view of the front end of the vehicle of FIG.96;

FIG. 98 is a block diagram illustrating an exemplary electrical systemof the illustrative vehicle;

FIG. 99 is a block diagram illustrating an exemplary alarm system of theillustrative vehicle;

FIG. 100 is an exemplary display interface of the illustrative vehicleincluding a display screen;

FIG. 101 is a rear perspective view of the fuel tank of FIG. 32.

FIG. 102A is an exploded view of a portion of the fuel tank of FIG. 101;

FIG. 102B is a further exploded view of an additional portion of thefuel tank of FIG. 101;

FIG. 103 is a rear exploded view of a fuel pump assembly of the fueltank;

FIG. 104 is an alternative embodiment of the fuel pump of FIG. 103;

FIG. 105 is an alternative embodiment of the fuel tank of FIG. 101;

FIG. 106 is a flowchart of inputs and outputs to the fuel system;

FIG. 107 is a rear perspective view of the power train assembly of FIG.8;

FIG. 108 is a front perspective view of the power train assembly of FIG.107;

FIG. 109 is a front perspective view of a crankshaft of the power trainassembly of FIG. 108;

FIG. 110 is another front perspective view of the crankshaft of FIG.109;

FIG. 111 is a side perspective view of the crankshaft of FIG. 110,including a timing disc;

FIG. 112 is an exploded view of the timing disc and crankshaft of FIG.111;

FIG. 113 is a side perspective view of a compensator assembly of thepower train assembly of FIG. 108;

FIG. 114 is a front exploded view of the compensator assembly of FIG.113;

FIG. 115 is a rear exploded view of the compensator assembly of FIG.113;

FIG. 116 is a front perspective view of the power train assembly of FIG.108 with an outer cover removed;

FIG. 117 is a rear perspective view of the windshield assembly in an upposition;

FIG. 118 is a detailed view of the portion of the valve train assemblyof FIG. 117;

FIG. 119 is a front perspective view of camshafts of the valve trainassembly of FIG. 117;

FIG. 120A is a top view of camshaft follower members of the valve trainassembly of FIG. 117;

FIG. 120B is an exploded view of the camshaft follower members and aportion of a crankcase of the powertrain assembly of FIG. 108;

FIG. 121 is an exploded view of the camshafts and follower members ofFIG. 120A, including locating members;

FIG. 122 is an exploded view of the camshafts of FIG. 121, including adecompression system;

FIG. 123 is a front perspective view of the decompression system of FIG.122;

FIG. 124 Is a cross-sectional view of the decompression system of FIG.123;

FIG. 125 is an exploded view of the decompression system of FIG. 123;

FIG. 126A is a cross-sectional view of the decompression system of FIG.123 in an engaged state;

FIG. 126B is a cross-sectional view of the decompression system of FIG.123 in an engaged state;

FIG. 127 is a side view of the crankcase of FIG. 1208;

FIG. 128 is a rear cross-sectional view of the crankcase of FIG. 127;

FIG. 129 is a further rear cross-sectional view of the crankcase of FIG.127;

FIG. 130 is a bottom cross-sectional view of the crankcase of FIG. 127;

FIG. 131 is a front cross-sectional view of the crankcase of FIG. 127;

FIG. 132 is a side view of the crankcase of FIG. 127, including an oilcasing;

FIG. 133 is a side view of the oil casing of FIG. 132;

FIG. 134 is a rear cross-sectional view of the crankcase and oil casingof FIG. 132;

FIG. 135 is a front cross-sectional view of the crankcase and oil casingof FIG. 132;

FIG. 136 is a side cross-sectional view of a portion of oil passagewaysin the oil casing of FIG. 133;

FIG. 137 is a side cross-sectional view of another portion of oilpassageways in the oil casing of FIG. 133;

FIG. 138 is a side cross-sectional view of the cylinder of FIG. 127;

FIG. 139 is a side cross-sectional view of the cylinder of FIG. 138;

FIG. 140 is a top view of a cylinder head of the cylinder of FIG. 138;

FIG. 141 is a top cross-sectional view of the crankcase of FIG. 127;

FIG. 142 is a side view of the crankcase of FIG. 127;

FIG. 143 is a rear perspective view of a driveline assembly of theillustrative power train assembly;

FIG. 144 is an exploded view of the driveline assembly of FIG. 143;

FIG. 145 is an exploded view of an input shaft of the driveline assemblyof FIG. 1443;

FIG. 146 is an exploded view of an output shaft of the drivelineassembly of FIG. 143;

FIG. 147 is a top cross-sectional view of the input shaft and the outputshaft of the driveline assembly of FIG. 143;

FIG. 148 is a side cross-sectional view of the crankshaft of FIG. 109;

FIG. 149 is a partial cross-sectional view of the crankshaft of FIG.109;

FIG. 150 is a rear cross-sectional view of the crankcase of FIG. 127;

FIG. 151 is a rear perspective view of a portion of the drivelineassembly of FIG. 143 coupled to the crankshaft;

FIG. 152 is a rear perspective view of a ratchet shifter assembly of thedriveline assembly of FIG. 143;

FIG. 153 is an exploded view of the ratchet shifter assembly of FIG.152; and

FIG. 154 is a top cross-sectional view of a cylinder head.

Corresponding reference characters indicate corresponding partsthroughout the several views. Unless stated otherwise the drawings areproportional.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. While thepresent invention primarily involves a touring motorcycle, it should beunderstood, that the invention may have application to other types ofvehicles such as all-terrain vehicles, motorcycles, watercraft, utilityvehicles, scooters, golf carts, and mopeds.

With reference first to FIGS. 1-7, an illustrative embodiment of atwo-wheeled vehicle 2 is shown. Vehicle 2 as illustrated is a touringstyle motorcycle although the majority of components may be used for acruiser style motorcycle as described herein. Vehicle 2 may also includeany features known from U.S. Provisional Patent Application Ser. No.60/880,999, filed Jan. 17, 2007, entitled “TWO— WHEELED VEHICLE”,Attorney Docket PLR-05-1589.02P, the disclosure of which is expresslyincorporated by reference herein.

U.S. patent application Ser. No. 11/624,103 filed Jan. 17, 2007,entitled “FUEL TANK ARRANGEMENT FOR A VEHICLE,” Attorney DocketPLR-05-1589.01P (now U.S. Pat. No. 7,748,746 (2010 Jul. 6)); U.S. patentapplication Ser. No. 11/624,142 filed Jan. 17, 2007, entitled “REARSUSPENSION FOR A TWO WHEELED VEHICLE,” Attorney Docket PLR-05-1589.03P(now U.S. Pat. No. 7,669,682 (2010 Mar. 2)); U.S. patent applicationSer. No. 11/324,144 filed Jan. 17, 2007, entitled “TIP OVER STRUCTUREFOR A TWO WHEELED VEHICLE,” Attorney Docket PLR-05-1589.04P (now U.S.Pat. No. 7,658,395 (2010 Feb. 9)); and U.S. Provisional PatentApplication Ser. No. 60/880,909 filed Jan. 17, 2007, entitled“TWO-WHEELED VEHICLE”, Attorney Docket PLR-05-1589.02P, are alsoexpressly incorporated by reference herein.

Vehicle 2 includes a frame 4 (FIG. 3) supported by ground engagingmembers, namely a front ground engaging member, illustratively wheel 6,and a rear ground engaging member, illustratively wheel 8. Vehicle 2travels relative to the ground on front wheel 6 and rear wheel 8.

Rear wheel 8 is coupled to a power train assembly 10, to propel thevehicle 2 through rear wheel. Power train assembly 10 includes both anengine 12 and transmission 14. Transmission 14 is coupled to engine 12which provides power to rear wheel 8. In the illustrated embodiment,engine 12 is a 50° v-twin spark-ignition gasoline engine available fromPolaris Industries, Inc. located at 2100 Highway 55 in Medina, Minn.55340. In alternative embodiments, rear wheel 8 is coupled to the driveshaft through a chain drive or other suitable couplings. The drivearrangement in the illustrated embodiment is comprised of a six speedoverdrive constant mesh transmission with a carbon fiber reinforced beltavailable from Polaris Industries, Inc. In alternative embodiments, thetransmission is a continuous variable transmission.

It will be appreciated that while the vehicle 2 is illustrated as atwo-wheel vehicle, various embodiments of the present teachings are alsooperable with three, four, six etc. wheeled vehicles. It will also beappreciated that while a spark-ignition gasoline engine is illustrated,electric motors, and other suitable torque-generating machines areoperable with various embodiments of the present teachings.

Motorcycle 2 also generally includes a steering assembly 20, frontsuspension 22, rear suspension 24 (FIG. 3), and seat 26. Steeringassembly 20 includes handlebars 28 which may be moved by an operator torotate front wheel 6 either to the left or the right, where steeringassembly is coupled to the motorcycle through triple clamp assembly 30(FIG. 6). Engine operating systems are also included such as an airintake system 32 and exhaust system 34. Operator controls are alsoprovided for operating and controlling vehicle 2, which may includevehicle starting system 36, electronic throttle control (ETC) 38,vehicle speed controls 40 and vehicle braking systems 42. Safety systemsmay also be provided such as main lighting 44, front turn signals 46,and rear turn signals 48. Ergonomic systems may include front fairing50, windshield assembly 52 and saddlebag assembly 54. With reference nowto FIGS. 8-23, power train assembly 10 will be described in greaterdetail.

With reference now to FIGS. 8-11, power train 10 is generally comprisedof first and second cylinders 70, 72 provided on a power train housing74. It should be appreciated that engine and transmission are integratedinto one unit with an output drive at 76 as shown best in FIG. 10. Acover 78 (FIG. 4) is provided to cover output drive 76 and belt (notshown). Cover 76 may be a cast component and may be isolated with agasket or other isolating member to avoid vibrations. Power train 10further comprises air cleaner assembly 80 as part of air intake system32, oil conditioning assembly 82, and exhaust ports (see FIG. 10) aspart of exhaust system 34.

As shown in FIGS. 12 and 13, power train housing 74 defines enginecrankcase 100 and a transmission housing 102. As shown in FIG. 13, powertrain 10 includes a crankshaft driven by pistons 104 and whichreciprocate in cylinders 106 as in known in the art. Cylinders 106 maybe configured to accommodate various sizes of pistons 104. As shown,four threaded studs 108 are coupled to crankcase 100 and are received inapertures 110 of the cylinder 106 and in particular within cylinder bore112. As shown best in FIG. 13A, power train 10 further comprises camassembly 120 comprised of a single center intake cam, which cooperatesto reciprocate intake push rods 124 and two exhaust cams, whichcooperate to reciprocate exhaust push rods 126. Push rods 124 extendthrough guides 128 whereas push rods 126 extend through guides 130.

With reference again to FIG. 13, power train further comprises heads 140and 142 having apertures 144 for receipt of studs 108 there through.This places the head 140 and 142 over cylinders 106 and defining acombustion chamber there between. With reference still to FIG. 13, heads140 and 142 include an extension portion shown for example at 150, whichextends outwardly from cylinders 106 and couples with the guides 128,130 and allow push rods 124, 126 to pass through heads 140, 142. As theexhaust valve push rods 126 are the outward most push rods, exhaustvalves extend through apertures 158 and intake valves extend throughapertures 160. Thus the outer corners of the heads 140, 142 are notchedout at 160, 162 for placement of exhaust ports 86, (see also FIG. 10).The valve assembly is shown in greater detail in FIG. 14 where rockerarm 170 is coupled with push rod 126 to operate exhaust valve 172 androcker arm 174 couples with push rod 124 to operate intake valve 176.

With reference now to FIGS. 18 and 19, exhaust ports 86 are shown ingreater detail as positioned in heads 140, 142. As shown, each of thecombination of cylinders 106 and heads 140, 142, include a plurality ofcooling fins 200, 202, which extend along a substantial length of thecylinders 106 and heads 140, 142. Exhaust ports 86 are defined as arecess within cooling fins 202 and define flat planar flange surfaces at210; a first diameter bore at 212 and a reduced cross sectional bore at214. Head 142 is shown in FIG. 19 with flange 210 in greater detailhaving threaded apertures at 220. As also shown, port 86 definesterminal ends 230 of fins 202 adjacent to flange 210 having bosses 232defining apertures 234. Port 86 also defines a terminal edge 240defining upstanding wall 242 having bosses 244 having threaded aperturesat 246. As shown in FIG. 18, exhaust manifolds 250 define a substantial90° bend between coupling portions 252 and exhaust pipes 254. Exhaustmanifolds 250 further comprise flanges 260 which correspond with flanges210 on the heads 140, 142 and include corresponding apertures at 262which align with threaded apertures 220 (FIG. 19). Thus is should beunderstood that exhaust manifolds 250 position tightly within theinterruption of the fins between surfaces 230, 242 and provide a cleanlook for the exhaust extending substantially downwardly from the engineand streamlined with the power train housing. Exhaust manifold covers270 a and 270 b (FIG. 18) are L-shaped covers and correspond to fitbetween surfaces 230 and 240 including a planar wall at 272 having finsat 274. Each of the covers 270 a, 270 b include pegs (not shown) whichcorrespond with apertures 234 and include apertures 276 which correspondwith threaded apertures 246 (FIG. 19). Thus the combination of the 90°bend in the exhaust manifold 250 and the contoured covers 270 a, 270 bagain provide a clean look to the engine and in fact simulate a “flathead” type retro engine for the motorcycle of the present disclosure.

Referring to FIG. 154, exhaust port 86 on cylinder head 142 of cylinder70 is angled within cylinder head 142. Illustratively, exhaust port ispositioned at an angle β. In one embodiment angle 13 is betweenapproximately 00 and 50°. Illustratively, angle β is 49°. Exhaust port86 on cylinder head 140 of cylinder 72 may be angled in the same manner.

With reference now to FIGS. 8-11 and 14-17, engine air intake system 32will be described in greater detail. As shown in FIGS. 8-9, air intakesystem 32 comprises an air cleaner assembly 80 having an intake duct at302. As shown in FIGS. 10 and 11, throttle 304 is situated between the“V” of cylinders 70, 72. With reference now to FIG. 16, engine airintake system 32 is shown including the air/fuel recirculation system310. Throttle 304 is positioned intermediate cylinders 70, 72 andincludes an intake port 312 from an air cleaner 300 of air cleanerassembly 80 and first 314 and second 316 exit ports in porting airthrough intake ports 318, 320 of cylinder 70, 72, respectively. Asshown, air cleaner 300 includes a housing portion 330 including a filter332 and a cover 334. Recirculation system 310 provides recirculation ofair/fuel back to air cleaner 300 as described herein.

Referring to FIG. 154, intake port 318 on cylinder head 142 of cylinder70 is angled within cylinder head 142. Illustratively, intake port 318is positioned at an angle α. In one embodiment, angle α is betweenapproximately 0 and 20°. Illustratively, angle α is approximately 17°.Intake port 320 on cylinder head 140 of cylinder 72 may be angled in thesame manner.

With reference again to FIG. 14, each cylinder 70, 72 includes a twopiece rocker cover shown collectively at 340 including an inner rockercover 342 and an outer rocker cover 344. Inner rocker cover 342 includesan outer flange portion 346 having mounting apertures 348, whichcorrespond with mounting apertures 350 on head 140. Inner rocker cover342 is sealed to head 140 by way of gasket 352 providing an air tightseal between head 140 and inner rocker cover 342. Inner rocker cover 342is attached by way of a plurality of fasteners such as bolts 358, whichcorrespond with apertures 348 and threaded apertures 350. Outer rockercover 344 is attached to inner rocker cover 342. As shown in FIG. 15,inner rocker cover 342 includes a plurality of upstanding bosses at 360providing a threaded aperture at 362. A fastening system includessleeves 366, bushings 368, washers 370, and fasteners 372. Because innerrocker cover 342 is intermediate outer rocker cover 344 and thecombustion chamber, inner rocker cover 342 functions as a heat shield tolessen the heat exposure to outer rocker cover 344. Additionally, giventhat outer rocker cover 344 is adjacent fuel tank 35 (see FIG. 4), innerrocker cover 342 also functions as a heat shield for fuel tank 35.Additionally, in one embodiment, outer rocker cover 344 may be coatedwith a ceramic material in order to protect the rider's legs and toshield fuel tank 35 from the heat from engine 12.

As shown best in FIG. 15, boss 360 provides an upper mounting surface380 and sleeve 366 is positioned within bushing 368, where bushing 368includes a circumferential groove 382, which is received within aperture374 of inner rocker cover 344. The combination of rocker cover 344,sleeve 366 and bushing 368 is thereafter positioned on top of boss 360with the sleeve 366 and bushing 368 in contact with surface 380 of boss360 and fastener 372, and washer 370 may be placed over bushing 368 tobring fastener 372 into threaded engagement with threaded aperture 362.With reference to FIGS. 14 and 16, inner rocker cover 346 includes arecirculation bib 390 for recirculating air to air cleaner 300 asdescribed herein. As also shown in FIG. 16, inner rocker cover 342A forcylinder 70 is substantially the same as inner rocker cover 342 with theexception that inner rocker cover 342A includes a manifold section 392having a bib portion at 394 which couples to bib 390 by way of hose 396,and includes bib 398 coupling to air cleaner housing 330 by way of hose400. Thus any unspent air/fuel released by valves 172, 176 (FIG. 14)will be recirculated through inner rocker covers 342, 342A through hoses396, 400 back to air cleaner 300 and again back to throttle 304.

As shown in at least FIGS. 128, 131, 135, and 142, crankcase 100includes cast or drilled openings 2310 which allow the pressure inengine 12 and transmission 14 to equalize before recirculation system310 relieves excess pressure in crankcase 100 into air cleaner 300.

As shown best in FIG. 16, air cleaner 300 provides filter 332 at aninclined angle “A” relative to a longitudinal axis which provides moreclearance for the rider's leg. This angle may also be viewed in FIG. 5.Furthermore, the outer rocker cover 344 (FIG. 14) further includes fins410, which helps radiate heat away from throttle body 304 and thecorresponding fuel injectors (not shown).

With reference now to FIGS. 20-23, oil conditioning system 82 will bedescribed in greater detail. With reference first to FIG. 20, oilconditioning system 82 is generally comprised of an adapter member 420,oil filter 422 and oil cooler 424. Adapter 420 is shown mounted toflange 426 on power train housing 74. As shown in FIG. 21, flange 426includes planar mounting surface 430 having an outlet port 432 and areturn port at 434. Planar surface 430 also includes threaded mountingapertures 436 for mounting of adapter 420 as described herein. Withreference now to FIGS. 20 and 23, the detail of adapter 420 will now bedescribed.

With reference first to FIG. 23, adapter 420 includes a rear flange at440 having mounting apertures 442 which correspond with mountingapertures 436 on flange 426 (FIG. 21). Adapter 420 includes an inletport at 446, which corresponds with outlet port 432 (FIG. 21) supplyingoil from the engine through port 432 and into inlet port 446 intoadapter 420. Inlet port 446 communicates with outlet port 450 (FIG. 22)on the front side of adapter 420. Outlet port 450 is defined by anupstanding wall 452 having a boss at 454 providing a mounting apertureat 456. Inlet port 460 is provided on the front of adapter 420 and isdefined by upstanding wall 462 and has a boss 464 defining a threadedaperture at 466. Inlet port 460 communicates with circumferentialopening 470 in oil filter mounting portion 472 by way of a through boreat 474. Oil filter mounting portion 472 includes an outercircumferential wall at 480 and an inner circumferential wall at 482.Outer circumferential wall 480 defines an outer planar end surface at484, and inner circumferential wall 42 defines an outer planar endsurface at 486. Outer circumferential wall 482 defines a cylindricalthrough port at 490 which communicates with adapter outlet 492 (FIG.23), which in turn corresponds with return port 434 (FIG. 21).

With reference again to FIG. 21, oil cooler 424 includes an inlet tube500 comprising a bib 502 and having a mounting flange 504. Inlet tube500 communicates with heat exchanger portion 506 for cooling oil anddischarging the oil into discharge tube portion 508. Oil cooler 424further includes an outlet tube 510 having an outlet bib 512 and amounting flange 514. With reference to FIGS. 21-23, the operation of theoil conditioning assembly 82 will be described.

First, adapter 420 receives 0-rings 510 (FIG. 21) in correspondingO-ring grooves 512 (FIG. 23) and fasteners 514 are thereafter positionedthrough apertures 442 aligning fasteners 514 with threaded apertures 436on engine flange 426 as shown in FIG. 21. This mounts adapter 420 in asealed relation to flange 426 and positions surfaces 430, 440 in planarengagement. This also aligns openings 432, 446 and 434, 492,respectively. Oil cooler 424 is thereafter coupled to adapter 420 asprovided below. First, a combination of 0-rings and washers 520 arepositioned on the ends of bibs 502, 512, and then bibs 502 and 512 arepositioned in corresponding ports 450, 460 of adapter 420. Fasteners 522are then received through flanges 404, 414 and into threaded engagementwith apertures 456, 466 (FIG. 22). Oil filter 422 is a spin-on type oilfilter having an outer seal (not shown) corresponding to planar surface484 (FIG. 22) and an inner seal (not shown) corresponding to planarsurface 486 (FIG. 22). A threaded nipple 524 (FIG. 21) is received inport 490, which receives a threaded center opening (not shown) in filter422 and filter 422 is threadably received onto adapter 420 untilcorresponding seals on oil filter 422 are in sealed engagement againstcorresponding surfaces 484, 486.

Operation of the oil conditioning system 82 provides oil cooling andfiltering through a single adapter 420. During engine operation, oil issupplied through port 432 of engine flange 426 (FIG. 21) into port 446(FIG. 23) of adapter 420. This provides oil flow to port 450 and intosupply tube 500 to cooler 506. The cooled oil is returned through tube508 and back to adapter 420 through port 460. Oil then flows intocircumferential opening 470 (FIG. 22) between cylindrical walls 480,482. Oil flows into the oil filter 422 and then through threaded nipple524 into port 490 where it is returned through port 492 and into port434 on engine flange 426.

Thus adapter 420 provides a convenient mechanism of both mounting theoil filter and oil cooler providing an easy maintenance task for theoperator. This takes complicated casting and machining out of the engineblock providing for increased quality of the engine blocks. This alsopositions the oil filter 422 at the very front of the vehicle, as wellas, providing good air flow across oil cooler 424. This also providesboth of the oil cooler and oil filter in a position away from theoperator's feet and legs.

Additionally, adapter 420 combines the functionality of routing oilthrough oil filter 422 and oil cooler 424. As such, adapter 420eliminates additional components that would be needed to separatelyperform the functions of filtering and cooling the oil. Adapter 420 alsomay be configured with a bypass feature, which allows the oil to bypassoil cooler 424 during a “cold” engine start. The bypass function adapter420 may prevent over-pressurization during the “cold” engine start. Moreparticularly, the bypass function may prevent the lubrication systemfrom being damaged during a “cold” engine start and/or when an operatorsuddenly increases the throttle (i.e., suddenly increases the engineRPM). Adapter 420 may be in electronic communication with a pressuresensor 2228 of an oil pump assembly 2190 in order to determine thepressure in the system and initiate the bypass function.

With reference now to FIGS. 24-27, motorcycle frame 4 will be describedin greater detail. With reference first to FIG. 24, frame 4 is comprisedof main frame portion 540, front frame tubes 542, side frames 544, frameextension portions 546, and rear frame portion 548. As shown in FIG. 24,frame 4 is coupled to power train housing 74 and power train housing 74becomes an integral part of frame 4 as described herein. With referencenow to FIG. 26A, main frame portion 540 will be described in greaterdetail.

Main frame portion 540 includes a generally cast body of uniformconstruction. Main frame portion 540 may include any of the features ofU.S. Pat. No. 7,779,950, the disclosure of which is incorporated hereinby reference. Main frame portion 540 includes a body portion shown at550 and generally includes head tube 552, air inlet 545, mountingbrackets 556, air outlet 558, and mounting flange 560. As shown in FIG.28, which is a longitudinal section of main frame portion 540, it isshown that main frame portion 540 is generally hollow to include anintegral air box at 562, such that air can be drawn through air intake554, through individual apertures 564 and 566, and go rearwardly intothe air box 562 (right-to-left as viewed in FIG. 28) toward air outlet558. Any air not discharging through outlet 558 hits return wall 570 andreturns toward outlet 558 and is drawn through outlet 558.

As shown in FIG. 28, head tube 552 extends at a rake angle for a touringmotorcycle having an angle “TA” relative to horizontal. As is known,head tube 552 includes circular bores 572 and 574 defining shoulders 576and 578 as is known for bearings for a steering system described herein.With reference again to FIG. 26A, body portion 550 also comprisesmounting pegs 580, 582, and opening 584. Mounting bracket 556 includes aplanar mounting surface 590 having threaded apertures 592 while bracket560 includes a planar surface 594 having threaded apertures 596. Airoutlet 558 includes mounting bosses 600 having threaded apertures at 602as described herein. Finally, main tube 540 includes a mounting boss 610at an opposite end having aperture at 612 as described herein.

With reference now to FIG. 26, frame tubes 542 include upper framecouplers 620 having a planar mounting surface 622, mounting apertures at624, and a tubular opening at 626. Frame tube 542 also includes a lowertube coupler 630 having a mounting surface 632 and mounting apertures634, 636, 638A and 638B. It should be understood that couplers 620 and630 may be cast members adhesively fixed to tube portions 640 in asimilar manner described in U.S. patent application Ser. No. 13/027,116(Applicant Docket No. PLR-01-22547.02P-2-US) entitled “SNOWMOBILE”, thesubject matter of which is incorporated herein by reference. As shown inFIG. 26, frame 4 also comprises a coupling plate 650 having two mountingapertures 652 and a front single mounting aperture at 654. As shown inFIG. 26, (see also FIG. 8), power train housing 74 includes mountingapertures at 656 and 658 (see also FIG. 9). Thus, assembling the frontend of frame 4 includes the steps of mounting couplers 620 to bracket556 (FIG. 26A) and providing fasteners (not shown) through apertures 624into threaded apertures 592. Additionally, power train housing 74 iscoupled to frame tubes 542 by way of fasteners (not shown) throughapertures 636 into threaded bosses 658 on power train housing 74. Alsoadditionally, fasteners (not shown) are positioned through apertures 652of coupling plate 650 and into threaded bosses 656. A fastener (notshown) is then positioned through apertures 634 and through aperture 654on coupling plate 650. This final assembly is shown best in FIG. 24.

With reference now to FIG. 27, side frames 544 are generally castmembers and include planar surfaces 670 having mounting apertures 672,and bosses 674 having mounting apertures 676. Side frames 544 alsoinclude mounting apertures 678 and boss 680 having threaded apertures682 as described herein.

With respect still to FIG. 27, frame extensions 546 generally includemounting apertures 690 and threaded apertures 692 for mounting saddlebags 54 as described herein. Extension members 546 also include rearflanges 694 having threaded apertures 696.

Finally, rear frame portions 548 includes frame sidewalls 700 havingmounting apertures at 702 and mounting brackets at 704 having mountingapertures at 706. As shown in FIG. 26, power train housing 74 includesan upper boss 710 having a mounting aperture 712 and a lower boss 714having mounting aperture 716.

With reference to FIGS. 26 and 27, side frames 544 are thereby coupledto power train housing 74 and to main frame tube 540 by way of fasteners(not shown) through apertures 676 into threaded apertures 712, 716; andby way of fasteners through apertures 672 into threaded apertures 596.Frame extensions 546 are coupled to side frames 544 by way of fastenersthrough apertures 678 into threaded apertures 690. A cross tube 720 isprovided having a substantially square tube portion 722 and a dependingplate portion 724 which is received in complementary square opening 726and slot 728 respectively. Rear frame portion 548 is thereafter coupledto frame extensions 546 by way of fasteners (now shown) throughapertures 702 into threaded apertures 696.

FIGS. 29 and 30 show an interface between main frame portion 540 and aircleaner assembly 80. As shown, a retaining sleeve 740 is provided havingmounting bosses at 742 such that fasteners may be received throughapertures 744 into threaded apertures 602 (FIG. 26A). Thus as mentionedabove, air is received through apertures 564, 566 and travels throughthe main frame portion 540 into air cleaner assembly 80 through duct302. More particularly, outside air, which may have particles, dirt, orother debris therein, flows into air box 562 and then into air cleaner300 through duct 302 before flowing into intake port 312 of engine 12.When the air flows into air cleaner 300, filter 332 removes any dirt ordebris in the air before the air enters intake port 312.

FIG. 31 shows a wire harness channel 750 including a channel portion 752and a cover 754. Channel portion 752 includes a lower base wall 756contoured to lie flush against a top wall of main frame portion 540.Channel portion 752 includes mounting tabs 758 having apertures 760cooperable with bosses 582. Channel portion 752 includes a down tubeportion 762 feeding into opening 584 into the air box 562. Mounting tabs764 cooperate with main frame portion 540 along sidewalls thereof.Channel portion 752 further includes latching bosses 766 cooperable withlatch openings 768 to latchably close cover 754 to channel portion 752.Thus, wire harness channel 750 may be used to route wires from the frontof the motorcycle to the rear of the motorcycle and/or to the enginethrough opening 584.

With respect now to FIGS. 32 and 33, fuel tank 35 is shown coupled tomain frame portion 540 and overlapping wire harness channel 750. Asshown best in FIG. 32, fuel tank 35 includes an integrated channel at770 including mounting bushings 772 and a rear mounting bracket 774.FIG. 33 shows fuel tank 35 in position with bushing 772 overlappingmounting lugs 580 retaining fuel tank 35 to main frame portion 540.Brackets 774 have tabs 778 fastened through holes 780 (FIG. 32)

With reference now to FIGS. 34-36, passenger footrest will be described.(see also FIG. 1 for location of footrest 786). As shown in FIG. 34,footrest 786 generally includes posts 788, arm 790, and foot peg 792.Post 788 includes a mounting aperture 794 and aperture 796 (FIG. 36) forreceiving mounting pin 798. Post 788 further includes a coupling face at800 profiled as a “hirth” coupling and arm 790 includes a matingcoupling face at 802 (FIG. 36) profiled to cooperate with face 800. Arm790 includes a second face at 804, which cooperates with an inner face806 of foot peg 792. As designed, the arm 790 and peg 792 are rotatablymountable in a plurality of positions such that footrest 786 may beadjusted to various heights and positions; however, limit stops areincluded such as 808 and 810 (FIG. 36), which cooperate within recesses812 and 814 respectively.

With reference now to FIG. 37-40, rear swing arm and drive assembly willbe described. As best shown in FIG. 37, the rear drive includes a swingarm 820 to which wheel 822 and sprocket 824 are rotatably coupled. Itshould be understood that the connection of swing arm 820 to frame 4 maybe similar to that shown in U.S. Application Publication Nos.2012/0241237 and/or 2012/0241239, the subject matter of which isincorporated herein by reference. A belt guard 826 is positionedadjacent to and below sprocket 824 as described herein. Swing arm 820includes a pivot position at 828, a middle portion 829 and rearwardlyextending arms 830A and 8308. Rear wheel 822 is received in the areabetween left arm 830A and right arm 8308 and rearward of middle portion829. In one embodiment, swing arm 820 is a one-piece casting. In oneexample, swing arm 820 is cast through a lost core process. Swing arm820 further includes mounting lugs 832A and 8328 for mounting suspensionas described herein.

With reference now to FIG. 38, the various components of the driveinclude positioning washers 834, fasteners 836, and axle positioningyokes 838. The washers 834 and their operation may be in accordance withU.S. Pat. No. 7,690,668, the subject matter of which is incorporatedherein by reference. Further components include sleeve 840, bearing 842,axle 844, sleeve 846, bearing 848, sleeve 850, bearing 852, sleeve 854,seal 856, and wheel hub 858. With reference still to FIG. 38, sleeve 840includes a lip 840A having an inner edge 8408 facing sprocket 324, andsleeve 846 includes a lip 846A. Swing arm 830A includes a receiving area862 comprised of surface 862A and wall 8628. An aperture 862C extendsthrough wall 8628 and extends through to notched area 8620. Yoke 838Aincludes a cylindrical portion 838A, a threaded stud 8388 and a lock nut838C. It should be appreciated that threaded stud 8388 extends throughaperture 862C and lock nut 838C is fitted in a notched area 8620, withenough clearance to be rotated. Thus the threaded stud 8388 and lock nut838C move the cylindrical portion 838A forwardly or rearwardly in thelongitudinal direction depending on the loosening or tightening of thelock nut 838C.

As shown best in FIG. 39, axle 844 is shown tensioned in itslongitudinal direction, whereby axle 844 is fixed to washer 834A at oneend and to washer 8348 and fastener 836 at the opposite end. The stackup of the components also provides the rigid spacing of the swing arms830A and 8308, as described below.

As shown in FIG. 39, washer 834A is positioned in groove 860A, while anouter surface of cylindrical portion 838A of yoke 838 is positionedagainst surface 826A, and an inner surface of cylindrical portion 838Ais positioned against lip 840A. The inner edge 8408 (FIG. 38) pressesagainst bearing 842 while bearing 842 presses against lip 846A of sleeve846. It should be noticed that a small gap exists between end 840C (FIG.38) and sleeve 846 to accommodate the tensioning of axle 844 and thetrapping of bearing 842. Sleeve 846 thereafter presses against bearing848 which in turn presses against sleeve 850 and bearing 852. Bearing852 in turn presses against sleeve 854, brake caliper bracket 864, yoke838 and swing arm 8308. Washer 8388 is trapped in groove 8608 withfastener 836. It should also be appreciated that bearings 842, 848 and852 have an inner race and an outer race. Thus, the fixed components inthe fully assembled condition include washers 834A, 8348; yokes 838;sleeves 840, 846, 850 and 854; brake caliper bracket 864; and the innerraces of bearings 842, 848 and 852. Wheel hub 858 and sprocket 824 arecoupled together and rotate with the outer races of bearings 842, 848and 852. Also bearings 842 and 852 are as far out as possible, that is,as close to the swing arms 830A and 8308 as possible, which puts theload closer to the drive. Also, while other bearings are possible, asshown, bearings 842, 848 and 852 are sealed double roller bearings.

As shown in FIG. 40, belt guard 870 is shown coupled to arm 8308 at boss872. Guard 870 includes a guard portion 870A and a bracket 8708. Guard870 is coupled to arm 8308 by way of fasteners 8700 extending throughapertures 870C of bracket 8708 and into apertures 872A of boss 872.

With reference now to FIGS. 41 and 42, brake caliper 876 is shown whichmounts to bracket 864. Bracket 864 has opening 864A through which axle844 extends. Caliper 876 is coupled to bracket 864 by way of fasteners8640 extending through apertures 864E, and threaded into threadedapertures 876A of caliper 876. Bracket 864 further comprises a slottedopening 864B which overlaps lug 878 on arm 830A. Thus, caliper 876 andbracket 864 are movable together longitudinally with the axle 844, asaxle 844 moves with yokes 838.

Referring to FIGS. 43-46, rear suspension 24 includes a shock absorber900, a pushrod 902, a connecting link 904, and mounting bracket 906. Thelinkage of pushrod 902 and connecting link 904 scale the movement of theshock absorber 900 by a multiplication factor to correlate to themovement of swing arm 820.

As shown in FIG. 45, connecting link 904 is rotatably connected to mainframe member 540 through a pivot pin 908 positioned in aperture 612(FIG. 26A) of main frame member 540. As shown in FIG. 46, pin 908 may besupported by a bearing or sleeve assembly 910 in aperture 904A of link904. A first end 900A of shock 900 is coupled to end 904B of link 904 byway of fasteners 914A and 914B. In a like manner, end 902B of pushrod902 is coupled to end 904C of link 904 by way of fasteners 914A and916B, and which may include a bearing such as 914C. Pushrod 902 isrotatably coupled to swing arm 820 through bracket 906 by way offasteners 918A and 918B. Shock absorber 900 is rotatably coupled toswing arm 820 through bracket 906 by way of fasteners 920A and 920Bthrough end 900B. Bracket 906 may be coupled to swing arm 820 by way offasteners 922 (FIG. 43) through apertures 906A of bracket 906 and lug832B, and by way of fasteners 922 through apertures 906C of bracket 906and lug 832A (FIG. 37).

In one embodiment, shock absorber 900 includes double over springs 924to provide a rigid shock for the swing arm 820. In another embodiment,shock 900 is an air adjustable shock and may have a suspension adjustercoupled thereto, such as an air line (not shown). The amount of air inshock absorber 900 may be adjusted upward or downward by adding air toshock absorber 900 or removing air from shock absorber 900,respectively. Air shock 900 may be similar to that shown in U.S. Pat.No. 7,669,682, the subject matter of which is incorporated herein byreference. By being capable to adjust the amount of air in air shock900, an operator may adjust the ride height, and suspension control ofvehicle 2 for the amount of cargo weight being carried, that is whetherthe saddlebags are full and whether a passenger is riding also.

As shown in FIG. 44, rear suspension 24 is arranged such that pushrod902 and connecting link 904 move in a plane 926 which is parallel to acenterline plane 928 of vehicle 2. In the illustrated embodiment,pushrod 902 and connecting link 904 move in the plane 926. As also shownin FIG. 43, shock absorber extends in a non-vertical axis, allowing theshock to be relatively progressive in rate.

With reference now to FIGS. 43 and 44, the swing arm 820 is shownpivotally coupled to the frame 540 and side frames 544. As shown an axle930 has a drive end 930A, central shaft portion 9308, reduced diametersection 9300 which defines shoulder 930C, and threaded section 930E.Threaded section 930E threads into threaded aperture portion 679A ofaperture 679 fixing shaft 930 relative to side frame 544. On theopposite side, reduced diameter portion 9300 extends through sleeve 934,which places boss 679A (FIG. 27) against bearing assembly 936. Thus,when a fastener (not shown) is threaded onto threaded section 9300 andtightened, the bearing assembly 936 is trapped against shoulder 930C,allowing middle portion 829 of swing arm 820 to freely pivot. As such,axle 930 may be removed to pivot or rotate swing arm 820 downwardly inorder to access the exhaust or other components of vehicle 2. Swing arm820 may also include sleeve 940 adjacent to end 930A of axle 930.

With reference now to FIGS. 47 and 48, transmission shift lever assembly950 is shown in greater detail. As shown assembly includes a bracket 952attached to foot treadle 954. Bracket 952 includes a threaded aperture956 which receives a coupler 958 having a threaded end 958A, shaftportion 9588, and groove 958C. Shift lever 960 includes a foot pedalportion 962, and a lever 964 having lever arms 964A and 9648, whichpivot in opposite senses through pivot 970. Coupler 958 is received inthreaded aperture 956 so as to couple shift lever 960 to foot treadle954. Washer 974 and sleeve 972 are then positioned over shaft portion9588. Lever 960 is the slidably received over sleeve 972 and a secondwasher 974 is applied over the end of shaft portion 9588. A snap ring976 is then applied to groove 958C to retain the assembly in place.Bracket 952 includes apertures which align with apertures 6388 (FIGS. 26and 47) which couples bracket and lever 960 to the frame 4. A shift link986 has a first end 986A coupled to end 964C of lever arm 9648 and asecond end 9868 coupled to the transmission.

Another feature of the motorcycle 2 include a fan 990 (FIGS. 1 and 3)which remove stagnant air from behind the rear cylinder.

Referring to FIGS. 49-53, a rear fender 1000 is coupled to rear frameportion 548 and extends around a top portion of rear wheel 8.Illustratively, as shown in FIG. 1, rear fender 1000 may extend aroundmore than half of rear wheel 8. As shown in FIGS. 49-51, rear fender1000 extends rearwardly from rear frame portion 548 and is positionedabove a cross member 549, illustratively a mustache bar. Rear fender1000 may be comprised of metallic and/or polymeric materials and mayincrease the structural integrity of frame 4. Rear fender 1000 includesa top member 1002, a first side member 1004, and a second side member1006. Illustratively, rear fender 1000 is a skirted fender. Top member1002 includes side surfaces 1008 having a plurality of recessed openings1010. Recessed openings 1010 may be configured to receive mechanicalfasteners, such as fasteners 1020, for coupling top member 1002 to sidemembers 1004, 1006 and rear frame portion 548 through apertures 692.Alternatively, top member 1002 may be welded to rear frame portion 548and/or side members 1004, 1006. Side surfaces 1008 also include aplurality of apertures 1012 for coupling side members 1004, 1006 to topmember 1002. Additionally, a front end of top member 1002 includes atleast one aperture 1014 which may be used to couple rear fender 1000 torear frame portion 548. An alternative embodiment of front fender 1000may include a fender tip 1015 coupled to a rear end of top member 1002,as shown in FIG. 52A.

First and second side members 1004, 1006 each include a flange 1016having recessed openings 1018 that align with recessed openings 1010 oftop member 1002 and apertures 692 of rear frame portion 548. Recessedopenings 1010, 1018 and apertures 692 may be configured to receivefasteners 1020, such as bolts, welds, rivets, or screws (FIG. 52), as isfurther detailed herein. Flanges 1016 may include additional openingsand/or grooves, such as openings 1032, for assembling rear fender 1000and/or coupling rear fender 1000 to rear frame portion 548 andadditional components of motorcycle 2 (FIG. 51). For example, fasteners1034 may be received through openings 1032 in order to further couplerear fender 1000 to rear frame portion 548. Side members 1004, 1006extend outwardly from flanges 1016, as shown best in FIG. 52.

Side members 1004, 1006 each may include a protrusion 1036 extendinginwardly for further coupling rear fender 1000 to rear frame portion548. Protrusions 1036 include a plurality of U-shaped slots 1038 thatmate with projections or fasteners 1040 on rear frame portion 548. Asshown best in FIGS. 51 and 52, slots 1038 are received over fasteners1040 on bracket 704 of rear frame portion 548 to couple the lowerportion of rear fender 1000 thereto. It may be appreciated that thefront of rear fender 1000 may be coupled to rear frame portion 548 ataperture 1014, the sides of rear fender 1000 are coupled to rear frameat apertures 692 of rear frame portion 548, and the lower portion ofrear fender is coupled to rear frame portion 548 via protrusions 1036and bracket 704 of rear frame portion 548. As such, rear fender 1000forms a box-like structure to add structural integrity, strength, andstiffness to rear frame portion 548. Additionally, various components offrame 4 may be lighter weight because rear fender 1000 may function as ashear panel in the fore and aft direction and prevents deformation in adiagonal direction.

Rear fender 1000 further includes trim members 1022 having portions 1022a, 1022 b, and 1022 c. Portions 1022 a, 1022 b, and 1022 c may beintegral with each other or, alternatively, may be separate componentscoupled together with conventional means, such as bolts, screws, welds,rivets, and adhesive. Illustratively, portion 1022 b includes aplurality of recessed openings 1024 which align with recessed openings1018 of side members 1004, 1006, recessed openings 1010 of top member1002, and apertures 692 of rear frame portion 548. As such, trim members1022 may be coupled to side members 1004, 1006, top member 1002, andrear frame portion 548 with mechanical fasteners (e.g., fasteners 1020)or, alternatively, may be welded there to side members 1004, 1006.

Referring to FIGS. 50 and 51, trim portion 1022 a coupled to side member1006 may be smaller than portion 1022 a coupled to side member 1004.Illustratively, portion 1022 a of side member 1006 includes a pluralityof apertures 1026 for receiving fasteners 1028 (FIG. 52). Fasteners 1028and apertures 1026 align with apertures 1030 on flange 1016 of sidemember 1006 in order to couple trim member 1022 to side member 1006.

Additionally, side member 1006 may include a bent portion 1042 whichaligns with the contour in a body panel of motorcycle 2. As such, theouter contour or aesthetic of motorcycle 2 is continuous. An outer wall1044 of bent portion 1042 extends laterally outward from an inner wall1046 of bent portion 1042. Outer and inner walls 1044, 1046 may begenerally parallel to each other. Fasteners 1034 extend through bothouter and inner wall 1044, 1046 for coupling rear fender 1000 to rearframe portion 548. Alternatively, inner wall 1046 may be eliminated inorder to accommodate other components of motorcycle 2, for example atiming belt, which would interfere with side member 1006.

As shown in FIG. 53, rear fender 1000 also includes a rear lightassembly 1048, which illustratively includes three lights 1048 a, 1048b, 1048 c. Additionally, a license plate holder 1049 may be positionedon rear fender 1000 below light assembly 1048. Additional lights orreflectors may be provided on rear fender to illuminate a license plate,rear fender 1000, rear wheel 8, etc. Light assembly 1048 may be securedto rear fender 1000 with couplers received through apertures 1045 inrear fender. Similarly, license plate holder 1049 may be coupled to rearfender 1000 with couplers received through opening 1047. Light assembly1048 may be formed in different shapes or designs (e.g., a dreamcatcher). Additionally, rear light assembly 1048 may configured toincrease or decrease the intensity of the light output. For example,light assembly 1048 may increase the intensity of the light output inresponse to braking.

Referring to FIGS. 53-61, rear fender 1000 may be configured toaccommodate a storage or cargo area, illustratively saddlebag assembly54 having a removable first saddle bag 1050 and a second removablesaddle bag 1052. Alternatively, the cargo area may include a trunk, acarrying tray, and/or other saddle bag configurations. First saddle bag1050 extends laterally outward from rear wheel 8 and rear fender 1000and is adjacent first side member 1004. Second saddle bag 1052 alsoextends laterally outward from rear wheel 8 and rear fender 1000 and isadjacent second side member 1006. Saddle bags 1050, 1052 areillustratively positioned above exhaust pipes 254. The construction andarrangement of rear fender 1000 may assist in supporting a portion ofthe load carried by saddle bags 1050, 1052 and a passenger, and/or mayassist in transmitting a portion of the load to frame 4. Saddle bags1050, 1052 may be comprised of a rigid material (e.g., a polymericmaterial and/or a metallic material) or, alternatively, may be comprisedof a flexible material (e.g., soft materials, such as leather and/orsome polymeric materials). Saddle bags 1050, 1052 may include fringe.

Saddle bags 1050, 1052 each include a cargo portion 1054, a cover or lid1056, an outer flap 1058, hinges 1060, brackets 1062, a latch assembly1064, and a mounting assembly 1066. Saddle bags 1050, 1052 are coupledto rear fender 1000 through mounting assembly 1066, as is detailedfurther herein. Saddle bags 1050, 1052 also are coupled to bracket 704of cross member 549. In particular and as shown in FIG. 54, fastenersare received through an aperture 1091 on cargo portion 1054 andapertures 706 on bracket 704 of cross member 549 in order to couplesaddle bags 1050, 1052 to rear frame portion 548. As such, the innersurfaces of saddle bags 1050, 1052 are coupled to rear frame portion 548and bracket 704 and cross member 549 are concealed by saddle bags 1050,1052.

Additionally, saddle bags 1050, 1052 are configured to rest atop exhaustpipes 254 via brackets 1062. As shown in FIGS. 53-56, brackets 1062include an outer layer 1096 comprised of a polymeric material (e.g.,high-temperature silicone or rubber). Outer layer 1096 generallysurrounds a brace 1098 comprised of a metallic or polymeric material.Brace 1098 is coupled to cargo portion 1054 with fasteners 1099 (FIG.56) and is received within a channel 1097 on the bottom surface of cargoportion 1054. Alternatively, braces 1098 may be glued or adhered tocargo portion 1054 with adhesive. Brackets 1062 are shaped to rest atopexhaust pipes 254, however, brackets 1062 are not fixed thereto. Rather,brackets 1062 are coupled to cargo portion 1054 via fasteners 1099. Assuch, if saddle bags 1050, 1052 are removed from rear fender 1000,brackets 1062 are removed with saddle bags 1050, 1052. Brackets 1062 donot remain on exhaust pipes 254 when saddle bags 1050, 1052 are removedfrom motorcycle 2. It may be appreciated that the polymeric materialcomprising outer layer 1096 of brackets 1062 absorbs vibration fromexhaust pipes 254. As such, brackets 1062 do not rattle against exhaustpipes 254.

Cargo portion 1054 includes an inner wall 1070, an outer wall 1072, andside walls 1074 which define a cargo volume therebetween. The cargovolume of cargo portion 1054 may be increased by including extensioncover 1112, as shown in FIGS. 54-56. Extension cover 1112 is positionedbetween outer flaps 1058 and cargo portion 1054 to allow additionalcargo space adjacent outer flaps 1058. Extension cover 1112 may becoupled to cargo portion and/or outer flap 1058 with conventionalfasteners, such as bolts, screws, welds, rivets, and/or adhesive.Additionally, extension cover 1112 may support an electrical connector1114 (FIG. 55) or other accessories. Electrical connector 1114 iselectrically coupled to electrical system 1800 and also is electricallycoupled to electrical accessories within cargo portion 1054, for examplea phone charger, adapter, GPS device, etc. Additionally, an access panelor door may be included on extension cover 1112 in order to access cargoor accessories positioned therein.

Outer flaps 1058 extend from outer wall 1072 and extend around the rearside wall 1074. Outer flaps 1058 may be molded with cargo portion 1054or, alternatively, may be molded separately from cargo portion 1054 andsubsequently attached thereto. When outer flaps 1058 are molded, a seamor parting line may be visible. A trim member 1094 may be molded,adhered, fixed, or otherwise coupled to outer flaps 1058 to conceal theparting line. Exemplary trim member 1094 may be weatherstripping, achrome cover piece, or a molded component that may include reflectivematerials or other accessories.

Lid 1056 is positioned above cargo portion 1054 to enclose cargo portion1054 and secure any cargo therein during operation of motorcycle 2. Asshown in FIG. 58, lid 1056 supports latch assembly 1064, whichillustratively includes a latch 1100, a lock 1102 (FIG. 53), a spring1104, a lever 1106, a latching arm 1108, and a pin 1110. Latch 1100,lock 1102, spring 1104, lever 1106, and latching arm 1108 are coupled tothe underside of lid 1056. Pin 1110 is coupled to inner wall 1070 ofcargo portion 1054. As such, latch assembly 1064 is positioned withinsaddle bags 1050, 1052, rather than on the outside of saddle bags 1050,1052. Latch assembly 1064 may be mechanically locked by inserting a keyor tool into lock 1102 in order to lock latch 1100. Lock 1102 also maybe a power lock or an electronic lock in electrical communication withelectrical system 1800. For example, electrical system 1800 mayautomatically lock saddle bags 1050, 1052 during operation of motorcycle2 or may be configured to indicate when saddle bags 1050, 1052 are notlocked or are not properly attached to rear fender 1000. Additionally,lock 1102 may be configured to receive a code or other identified thatis recognized by electrical system 1800 in order to lock and unlocklatch assembly 1064. When latch 1100 is locked, latching arm 1108 iscoupled to pin 1110 and, as such, latch 1100 is prevented from moving orotherwise operating to open lid 1056 of saddle bags 1050, 1052, as shownin FIG. 58.

When lock 1102 is in the open position, lid 1056 may open when latch1100 is actuated. Illustratively, when latch 1100 is actuated, forexample by depressing, sliding, or rotating latch 1100, latch 1100cooperates with spring 1104 to move lever 1106. The movement of lever1106 causes latching arm 1108 to release pin 1110. As such, lid 1056 maybe pivoted to the open position. It may be appreciated that latch 1100,lock 1102, spring 1104, lever 1106, and latching arm 1108 are coupled tolid 1056 when lid 1056 is in the open or closed position. However, pin1110 remains coupled to cargo portion 1054. Therefore, when latching arm1108 is spaced apart from pin 1110, lid 1056 may be opened.

As shown in FIGS. 53-55, 57A, and 578, lid 1056 is operably coupled tocargo portion 1054 via hinges 1060. An upper hinge member 1076 iscoupled to lid 1056 via a fastener 1078 (FIGS. 57A and 578). A lowerhinge member 1080 is coupled to outer wall 1072 via a bracket 1082 andfasteners 1084. As shown in FIGS. 57A and 578, outer wall 1072 isintermediate bracket 1082 and lower hinge member 1080. Upper and lowerhinge members 1076, 1080 may be coupled together with a pivot pin 1088and are configured to rotate about a pivot axis 1086. More particularly,hinges 1060 pivot between an open position and a closed position,thereby allowing saddle bags 1050, 1052 to pivot between an openposition and a closed position.

In operation, saddle bags 1050, 1052 may be closed when hinges 1060 arein the closed position shown in FIG. 57A. As shown therein, upper hingemember 1076 and lid 1056 are generally upright with respect to outerwall 1072. Additionally, upper hinge member 1076 is spaced apart from apivot surface 1090 on lower hinge member 1080. When saddle bags 1050,1052 are closed, the cargo therein is secured and is not accessible.However, when saddle bags 1050, 1052 are in the open position shown inFIG. 57B, the cargo in saddle bags 1050, 1052 is accessible. Moreparticularly, to open saddle bags 1050, 1052, lid 1056 is pivotedoutwardly from rear fender 1000 and cargo portion 1054 and upper hingemember 1076 rotates about pivot axis 1086. Upper hinge member 1076slides along pivot surface 1090 of lower hinge member 1080 untilcontacting a stop surface 1092. Stop surface 1092 prevents hinges 1060controls the position of lid 1056 when in the open position. As shown inFIG. 57B, when saddle bags 1050, 1052 are opened, lid 1056 and upperhinge member 1076 extend laterally outward from lower hinge member 1080and outer wall 1072. In particular, lid 1056 and upper hinge member 1076are generally perpendicular to lower hinge member 1080 and outer wall1072.

As detailed above, saddle bags 1050, 1052 are coupled to bracket 704 ofcross member 549. Saddle bags 1050, 1052 also are coupled to rear fender1000 through mounting assembly 1066. Referring to FIGS. 58 and 59,mounting assembly 1066 includes a pin 1120, a washer 1126, a grommet1128, fastener 1020, a boss 1136, a post 1142, and a plug 1144. Pin 1120includes a head 1121, a handle 1122, and a body portion 1124. Bodyportion 1124 has an aperture 1150 and a generally curved channel 1152extending therefrom. Grommet 1128 has an outer flange 1130 and an innerflange 1132. An opening 1146 extends through grommet 1128. Boss 1136also includes a flange 1138 and an opening 1139. Additionally, anaperture 1140 of boss 1136 is configured to receive post 1142. Plug 1144retains post 1142 within boss 1136.

Mounting assembly 1066 is assembled by positioning grommet 1128 throughan aperture 1154 in inner wall 1070 of cargo portion 1054. As such,grommet 1128 is retained on saddle bags 1050, 1052. More particularly,outer flange 1130 is positioned within cargo portion 1054, however,inner flange 1132 is outward from cargo portion 1054 and is intermediatesaddle bags 1050, 1052 and rear fender 1000.

Boss 1136 is spaced apart from saddle bags 1050, 1052 and, unlikegrommet 1128, is coupled to rear fender 1000. Boss 1136 extends fromrecessed opening 1024 of trim portion 1022 on rear fender 1000 and isretained on rear fender 1000 with fastener 1020. A locating pin 1156(FIG. 58) may be used to position and retain boss 1136 on rear fender1000. Additionally, a nut, bracket, or other coupling device 1158 (FIG.58) is coupled to fastener 1020 to further retain boss 1136 and fastener1020 on rear fender 1000.

When saddle bags 1050, 1052 are coupled to rear fender 1000, innerflange 1132 of grommet 1128 is aligned with flange 1138 of boss 1136.Inner flange 1132 of grommet 1128 may be generally the same size asflange 1138 of boss 1136. When aligning flanges 1132 and 1138, opening1146 also will align with opening 1139 of boss 1136. When openings 1146and 1139 are aligned, body portion 1124 of pin 1120 is received throughan aperture 1148 on washer 1126, through opening 1146, and into opening1139. Head 1121 of pin 1120, handle 1122, and washer 1126 are positionedwithin cargo portion 1054 and prevent pin 1120 from extending furtherinto opening 1139. When body portion 1124 of pin 1120 is positionedwithin opening 1139, pin 1120 may be rotated such that channel 1152contacts post 1142. For example, pin 1120 may be rotated through anapproximate %-turn such that post 1142 slides along channel 1152 and issecured within aperture 1150. As such, saddle bags 1050, 1052 aresecured to rear fender using mounting assembly 1066. It may beappreciated that tools are not necessary for securing saddle bags 1050,1052 to rear fender 1000.

Pin 1120 may be rotated in the reverse direction to release post 1142from channel 1152 in order to remove saddle bags 1050, 1052 from rearfender 1000. When saddle bags 1050, 1052 are removed from rear fender1000, grommet 1128, washer 1126, and pin 1120 also are removed. However,boss 1136, pin 1142, and fastener 1020 remain coupled to rear fender1000.

Alternatively, a mounting assembly 1066′ may be used to removably couplesaddle bags 1050, 1052 to rear fender 1000. Referring to FIGS. 60A, 608,and 61, mounting assembly 1066′ includes a pin 1120′, a handle 1122′, awasher 1126′, a spacer 1160, a compressible grommet 1162, a boss 1136′,and fastener 1020. As shown in FIG. 608, an opening 1139′ of boss 1136′is configured to receive a head 1121′ of pin 1120′, compressible grommet1162, and spacer 1160. When compressible grommet 1162 is inserted intoopening 1139′ of boss 1136′, washer 1126′ is adjacent a flange 1138′ ofboss 1136′.

Referring to FIG. 61, in assembly, pin 1120′ is coupled to inner wall1070 of cargo portion 1054 of saddle bags 1050, 1052. As such, whensaddle bags 1050, 1052 are removed from rear fender 1000, pin 1120′,compressible grommet 1162, spacer 1160, handle 1122′, and grommet 1128also are removed therefrom. More particularly, grommet 1128 ispositioned within aperture 1154 of inner wall 1070. Pin 1120′ isassembled with grommet 1128 such that head 1121′, compressible grommet1162, spacer 1160, and washer 1126′ are positioned outside of cargoportion 1054 and handle 1122′ is positioned within cargo portion 1054.

Boss 1136′ is spaced apart from saddle bags 1050, 1052 and, unlikegrommet 1128, is coupled to rear fender 1000. Boss 1136′ extends fromrecessed opening 1024 of trim portion 1022 on rear fender 1000 and isretained on rear fender 1000 with fastener 1020. Locating pin 1156 maybe used to position and retain boss 1136′ on rear fender 1000.Additionally, coupling device 1158 is coupled to fastener 1020 tofurther retain boss 1136′ and fastener 1020 on rear fender 1000. Assuch, when saddle bags 1050, 1052 are removed from rear fender 1000,boss 1136, fastener 1020, coupling device 1158, and locating pin 1156are retained on rear fender 1000 and are not removed with saddle bags1050, 1052.

In operation, mounting assembly 1066′ is configured to removably couplesaddle bags 1050, 1052 to rear fender 1000. It may be appreciated thatmounting assembly 1066′ is generally concealed when saddle bags 1050,1052 are coupled to rear fender 1000. To couple saddle bags 1050, 1052to rear fender 1000, pin 1120′, compressible grommet 1162, and spacer1160 are positioned within opening 1139 of boss 1136′. As such, flange1138′ of boss 1136′ is generally aligned and in contact with innerflange 1132 of grommet 1128. Handle 1122′ is rotated upwardly relativeto pin 1120′ and inner wall 1070 of cargo portion 1054. To lock mountingassembly 1066′ and secure saddle bags 1050, 1052 to rear fender 1000,handle 1122′ is rotated downwardly such that handle 1122′ may begenerally parallel to, or adjacent with, inner wall 1070. By rotatinghandle 1122′ downwardly, head 1121′ of pin 1120′ is pulled or movedtoward handle 1122′. As head 1121′ moves toward handle 1122′,compressible grommet 1162 compresses and pushes against spacer 1160 andwasher 1126′. The compression frictionally retains compressible grommet1162 within opening 1139′ of boss 1136′ in order to retain saddle bags1050, 1052 on rear fender 1000.

Referring to FIG. 62, a front fender 1180 is positioned generallyopposite rear fender 1000 at the front end of motorcycle 2. Front fender1180 is positioned above and generally around a portion of front wheel6. As shown in FIG. 62, illustrative front fender 1180 generallysurrounds approximately the upper half of front wheel 6. Front wheel 6includes a tire 1164 and a rim 1165. Illustratively, rim 1165 is a castrim, however, rim 1165 may include spokes. Front wheel 6 is operablycoupled to brake assembly 42, which includes a front brake assembly 1166and a rear brake assembly 1163. Front brake assembly 1166 includes afront brake disc 1167, a front brake caliper 1168, and front brake lines1169.

As shown in FIG. 63, front brake assembly 1166 and rear brake assembly1163 are coupled to an anti-lock brake system (“ABS”) 1170 and a brakemaster cylinder 1172. Illustratively, a pressure sensor 1173 ispositioned on ABS 1170 rather than on brake master cylinder 1172. ABS1170, and therefore, brake sensor 1173, is positioned generally alongthe centerline of the vehicle is adjacent side frame 544. Moreparticularly, ABS 1170 and pressure sensor 1173 are intermediate sideframe members 544 and generally below swing arm 820. Illustratively, ABS1170 is positioned closer to rear wheel 8 than front wheel 6. As such,the weight of pressure sensor 1173 is positioned lower on frame 4 and ispositioned away from the front of motorcycle 2, which supports theweight of a portion of power train 10, fuel tank 35, and othercomponents of motorcycle 2. Conversely, brake master cylinder 1172 ispositioned closer to front wheel 6 than rear wheel 8. More particularly,brake master cylinder 1172 is positioned below mainframe tube 540 and isintermediate front frame tubes 542. ABS 1170 is operably coupled tobrake master cylinder 1172 via lines 1176.

Referring still to FIG. 63, front brake caliper 1168 is coupled to frontbrake disc 1167 and front brake lines 1169. Front brake lines 1169 alsoare fluidly coupled to a brake lever line 1174, which is coupled to abrake lever 1410 on handlebars 28 (FIG. 74) and brake master cylinder1172. Brake lever 1410 is operably coupled to handlebars 28 on the rightside of motorcycle 2, wherein the right side is understood to be theside corresponding to the right hand of the operator when seated on seat26. Similarly, rear brake caliper 876 is coupled to a rear brake disc877 and rear brake lines 1178. Rear brake lines 1178 also are fluidlycoupled to a foot brake lever on the right-side of motorcycle 2.

In operation, when the operator actuates brake lever 1410 to actuatefront brake assembly 1166 and/or the foot brake to actuate rear brakeassembly 1165, a brake pressure is transmitted from brake lever line1174 and/or lines 1176 to ABS 1170 and brake master cylinder 1172. ABS1170 and brake master cylinder 1172 transmit a brake pressure to frontbrake assembly 1166 via front brake lines 1169 and/or to rear brakeassembly 1165 via rear brake lines 1178. If front wheel 6 and/or rearwheel 8 begin to slide (e.g., on a slippery surface), ABS 1170 isactuated to prevent wheels 6 and 8 from sliding.

Referring to FIGS. 62 and 64-67, front fender 1180 is a skirted fenderand is coupled to a front suspension assembly 1192. Front suspensionassembly 1192 is coupled to a front fork assembly 1240. Front suspensionassembly 1192 includes front shocks 1194 and seal members 1196. Frontshocks 1194 may be air or gas shocks. Front shocks 1194 are operablycoupled to front wheel 6 and front fork members 1242 of front forkassembly 1240. More particularly, front shocks 1194 are coupled to eachother and front wheel 6 through a front wheel axis (not shown). Frontshocks 1194 are illustratively larger than front fork members 1242 andreceive front fork members 1242 therein, as is further detailed herein.Front shocks 1194 include an outer surface 1198 which may be generallyflat or planar. As such, a light, reflective surface, or other accessorymay be coupled thereto.

In operation, front fork members 1242 are configured to move ortelescope within front shocks 1194 as front wheel 6 moves along asurface. Shocks 1194 respond to the movement of front fork members 1194and may increase or decrease the suspension pressure for the comfort ofthe operator. Front fork members 1242 are exposed during operation ofmotorcycle 2 and, therefore, dirt, debris, and other matter mayaccumulate on front fork members 1242. However, as front fork members1242 telescope within front shocks 1194, seal members 1196 prevent thedebris on front fork members 1242 front entering front shocks 1194.

As shown in FIGS. 64 and 65, front fender 1180 includes a top member1182, a side member 1184, a panel 1186, a removable cover 1188, and atrim portion 1190. Top member 1182 is generally rounded and defines theskirted fender. A light 1200 is coupled to a front or top surface of topmember 1182 of front fender 1180. Light 1200 may be a position lightand/or an ornamental light and, illustratively, is shaped as a warbonnet and includes a head or face projecting forward from top member1182. Positioned below light 1200 may be a fender tip 1183. As shown inFIG. 66A, an alternative embodiment of front fender 1180 includes fendertip 1183 coupled to a front end of top member 1182. Additionally, topmember 1182 includes side flanges 1202 extending downwardly. Sideflanges 1202 include apertures 1203.

Side flanges 1202 are coupled to side member 1184 at apertures 1204.Apertures 1204 align with apertures 1203 of top member 1182 and bothapertures 1203, 1204 are configured to receive conventional fasteners,for example bolts, screws, welds, etc. Illustratively, side member 1184is positioned outwardly front top member 1182. Side member 1186 alsoincludes cut-out portion 120B, as is detailed further herein.Additionally, side member 1184 includes aperture 1210 which isconfigured to receive a fastener 1212 for coupling to a bracket 1211(FIG. 66) on removable cover 1188. Side member 1184 also includesopenings 1206 for coupling with panel 1186. Exemplary side member 1184includes three openings 1206. Openings 1206 are configured to receivefasteners 1224.

Panel 1186 is positioned intermediate side member 1184 and top member1182. Panel member 1186 includes openings 1214, for example threeopenings 1214 that align with openings 1206 on side member 1184. Panel1186 is coupled to side member 1184 with fasteners 1216 that arereceived through both openings 1206 and 1214. Illustratively, fasteners1216 are bolts that couple with nuts 1218 attached to panel 1186. Asshown in FIG. 65, nuts 1218 are positioned at openings 1212. Fasteners1216 also are received through apertures 1226 of brackets 1228 on frontshocks 1194. The exemplary embodiment of front shocks 1194 include twobrackets 1228 extending forward from shocks 1194 and one bracket 1228extending rearwardly from shocks 1194. As such, fasteners 1216 coupletogether front shocks 1194, side member 1184, and panel 1186.

Panel 1186 also includes apertures 1220 which align with apertures 1204on side member 1184 and apertures 1203 on top member 1182. As such,panel 1186 is coupled to side member 1184 and top member 1182 withconventional fasteners (not shown) received through apertures 1220,1204, and 1203, respectively. Panel 1186 also includes a cut-out portion1222 which aligns with cut-out portion 1206 of side member 1184.

Trim portion 1190 is coupled to side member 1184. Illustrative trimportion 1190 includes portions 1190 a and 1190 b which are separate fromeach other. Alternatively, portions 1190 a, 1190 b may be integral witheach other such that trim portion 1190 is a single component. Trimportion 1190 positioned outwardly of apertures 1204 of side member 1184.Therefore, trim portion 1190 conceals the fasteners (not shown) receivedthrough apertures 1204, 1220, and 1203 for coupling together side member1184, panel 1186, and top member 1182, respectively. Alternatively, sidemember 1184, panel 1186, top member 1182, and/or front shocks 1194 maybe welded, riveted, or otherwise coupled together. As shown in FIG. 67,trim members 1190 a, 1190 b include a recessed channel 1191 so as to notinterfere with the fasteners, welds, or rivets used to couple togetherside member 1184 and panel 1186. Additionally, FIG. 67 shows that frontshocks 1194 may be tapered. As such, front shocks 1194 do not interferewith front fender 1180.

Removable cover 1188 is positioned outwardly from side member 1184.Removable cover 1188 includes apertures 1230 which align with apertures1232 on tabs 1234 of front shocks 1194. Illustratively, two tabs 1234extend rearwardly from front shocks 1194. Fasteners 1236 are receivedthrough apertures 1230 of removable cover 1188 and apertures 1232 offront shocks 1194. Fasteners 1236 are double-threaded bolts having afirst threaded portion 1236 a and a second threaded portion 1236 b.First threaded portion 1236 a extend through apertures 1230 on removablecover 1188 and are secured thereto with nuts 1238, which illustrativelyare acorn nuts. Second threaded portion 1236 b are received throughapertures 1232 on tabs 1234. Apertures 1232 may be threaded to securefasteners 1236 to front shocks 1194 or, alternatively, additionalcouplers, such as nuts, may be threadedly coupled to second threadedportion 1236 b of fasteners 1236.

As shown in FIGS. 64 and 66, removable cover 1188 conceals cut-outportions 1208 and 1222 of side member 1184 and panel 1186, respectively.Cut-out portions 120B, 1222 generally expose brake caliper 1168. Assuch, when necessary to access front brake assembly 1166, includingbrake disc 1167 and/or brake caliper 1168, removable cover 1188 may beremoved by removing nuts 1238 front first threaded portion 1236 a offasteners 1236, as shown in FIG. 66. As such, rather than removing frontfender 1180 entirely, removable cover 1188 may be removed from frontfender 1180 in order to service, clean, or repair brake disc 1167, brakecaliper 1168 and/or brake lines 1169, or to bleed brake lines 1169. Itmay be appreciated that fasteners 1236 remain coupled to front shocks1194 through second threaded portion 1236 b. Therefore, it is lesslikely that fasteners 1236 are misplaced when servicing front brakeassembly 1166. Additionally, removable cover 1188 may include a bracket1211 (FIG. 66) for coupling with fastener 1212 when attaching to frontfender 1180.

Referring to FIGS. 68-72, a steering assembly 20 is shown. Steeringassembly 20 includes front fork assembly 1240 having front fork members1242 operably coupled to handlebars 28 and triple clamp assembly 30. Theouter diameter of front fork members 1242 is smaller than the innerdiameter of front shocks 1194 and, as such, front fork members 1242 arereceived within front shocks 1194 and telescope or move relative theretoas front wheel 6 moves along a surface.

Front fork members 1242 are coupled together through the front wheelaxis and triple clamp assembly 30. As such, front fork members 1242 movetogether when the operator is steering motorcycle 2 with handlebars 28.Triple clamp assembly 30 includes an upper clamp member 1244 and a lowerclamp member 1246. Lower clamp member 1246 is positioned between frontshocks 1194 and upper clamp member 1244. Upper clamp member 1244 ispositioned below handlebars 28.

Handlebars 28 include a bracket 1250 which is coupled to handlebars 28with fasteners 1252. Bracket 1250 has tubes 1254 extending downwardlytherefrom and, illustratively, include two tubes 1254. Tubes 1254 mayinclude a seal or flange 1256 extending generally around tubes 1254 andprojecting radially outwardly therefrom. Tubes 1254 are configured toreceive shafts 1258 therein. More particularly, the outer diameter ofshafts 1258 is smaller than the inner diameter of tubes 1254. As such,shafts 1258 extend within tubes 1254. Tubes 1254 and shafts 1258 securehandlebars 28 to triple clamp assembly 30. Tubes 1254 are receivedwithin openings 1260 of upper clamp member 1244. Tubes 1254 extendwithin openings 1260 until flanges 1256 contact the top surface of upperclamp member 1244. Shafts 1258 are secured to tubes 1254 and upper clampmember 1244 with bearings 1262, spacers 1264, washers 1266, andfasteners 126B. Illustratively, fasteners 126B are bolts. Handlebars 28and/or bracket 1250 may include vibration isolating members in order todampen the vibration from motorcycle 2 felt by the operator.

Upper clamp member 1244 also includes a central opening 1270 and outeropenings 1272. Central opening 1270 is positioned between openings 1260and outer openings are positioned outward from openings 1260. As such,openings 1260 are positioned between central opening 1270 and outeropenings 1272. Central opening is configured to secure a steering shaft1248 of steering assembly 20 to triple clamp assembly 30.

Steering shaft 1248 is positioned between upper and lower clamp members1244, 1246. More particularly, steering shaft 1248 is positioned withinhead tube 552 of mainframe tube 540. Steering shaft 1248 is configuredto rotate within head tube 552 to transmit motion from handlebars 28 totriple clamp assembly 30. Steering shaft 1248 is angled at the same rakeangle as head tube 552. Steering shaft 1248 is coupled to head tube 552and triple clamp assembly 30 with a bearing 1274, a washer 1276, a nut1278, a bearing 1280, and a bearing 1282. Bearing 1274 may be a flatbearing and bearing 1282 may be a taper bearing. Bearing 1282 may allowsteering shaft 1248 to be adjusted within head tube 552 in order toadjust the “feel” or characteristics of steering assembly 20.

In assembly, bearing 1280 is received within head tube 552 until bearing1280 abuts shoulder 576. Additionally, bearing 1282 is received withinhead tube 552 until bearing 1282 abuts shoulder 578. Steering shaft 1248extends through a central opening 1286 of lower clamp member 1246,through bearing 1282 and head tube 552, and through bearing 1280.Steering shaft 1248 also extends through nut 1278 and a threaded portion1284 of steering shaft 1248 may be coupled thereto. Alternatively,steering shaft 1248 may be threaded or otherwise coupled to bearing 1274and/or central opening 1270 of upper clamp member 1244.

Referring to FIGS. 60 and 71, upper clamp member 1244 also may support ahandlebar lock member 1290. Handlebar lock member 1290 is coupled toupper clamp member 1244 with fasteners 1288 and is positioned rearwardof steering shaft 1248, as shown best in FIG. 71. Handlebar lock member1290 is configured to lock the position of handlebars 28. As such, ifmotorcycle 2 is stolen or accessed by an unauthorized user, handlebars28 will not move to steering motorcycle 2 when lock member 1290 is inthe lock position.

Outer openings 1272 of upper clamp member 1244 are configured to securefront fork members 1242 to triple clamp assembly 30. More particularly,front fork members 1242 are received through outer openings 1292 oflower clamp member 1246 and extend toward upper clamp member 1244. Thetop ends of front fork members 1242 are positioned within outer openings1272 of upper clamp member 1244 and are secured thereto with couplers1294.

Lower clamp member 1246 includes a U-shaped channel 1296 having a firstside surface 1298 and a second side surface 1299. Channel 1296 receivesa tab 1297 on head tube 552. Tab 1297 is positioned intermediate firstand second side surfaces 1298, 1299. Tab 1297 and side surfaces 1298,1299 function as a hard or positive stop for steering assembly 20. Moreparticularly, as the operator turns handlebars 28 to the right, tab 1297rotates within channel 1296 until contacting first side surface 1298.First side surface 1298 prevents handlebars 28 from rotating any furtherto the right. Similarly, as the operator turns handlebars 28 to theleft, tab 1297 rotates within channel 1296 until contacting second sidesurface 1299. As such, second side surface 1299 prevents handlebars 28from rotating any further to the left.

In operation, steering assembly 20 is controlled by the operator viahandlebars 28. As the operator moves handlebars 28, front fork assembly1240 moves as a unit in a similar manner. As such, handlebars 28 rotatesteering shaft 1248 and both front fork members 1242 which then movesfront wheel 6.

Referring to FIGS. 72-77, front fairing 50 covers a portion of steeringassembly 20, including a portion of front fork members 1242, tripleclamp assembly 30, and handlebars 28. Front fairing 50 includes an outerpanel 1302, an inner panel 1304, a support bracket 1306, and anintermediate panel 1308. Outer panel 1302 may be comprised of apolymeric and/or metallic material. As shown best in FIG. 76, outerpanel 1302 includes a plurality of openings for receiving accessories,such as lighting units. For example, outer panel 1302 includes anopening 1310 for a headlight unit 1316, openings 1312 for secondarylighting units 1318, and openings 1314 for turn signal lighting units1320. Lighting units 1316, 1318, and 1320 are generally flush with outerpanel 1302 such that lighting units 1316, 1318, and 1320 are generallyintegral with outer panel 1302 and do not protrude outwardly therefrom.

Any of lighting units 1316, 1318, and 1320 may be halogen lights,light-emitting diode (“LED”) lights, incandescent lights, High IntensityDischarge (“HID”) lights, or any other type of light available formotorcycle 2. Additionally, lighting units 1316, 1318, and 1320 may beconfigured to emit a pulsing or flashing output or a solid output, as isfurther detailed herein. Lighting units 1316, 1318, and 1320 also may beconfigured to signal when a lighting unit is no longer outputting light.Other lighting units may compensate, for example, if a low-beam lightoutput is no longer operating, a high-beam output may be continuouslypulsed in order to simulate a low-beam output. Additionally, outer panel1302 may support other lighting units, such as hazard lights and/orrunning lights.

Outer panel 1302 also is configured to support a cover member 1322which, as shown in FIG. 72, supports headlight unit 1316. Cover member1322 is secured to outer panel 1302 with lower brackets 1324 and atleast one upper bracket 1326. Outer panel 1302 also includes tabs 1325for further supporting cover member 1322 thereon. Additionally,apertures 1328 of outer panel 1302 receive fasteners 1330 which extendthrough cover member 1322 for coupling cover member 1322 to outer panel1302. Cover member 1322 may include additionally accessories, forexample, cover member 1322 includes a logo, sign, indicia, marking, orother emblem, illustratively an “Indian” logo 1332.

Outer panel 1302 also includes protectors 1334 which extend downwardlyfrom outer panel 1302 and are positioned below lighting units 1316,1318, and 1320. Protectors 1334 cover a portion of front fork members1242 to prevent dirt, dust, debris, or other matter from accumulating onfront fork members 1242. In addition to seal members 1196, protectors1334 also prevent matter from entering front shocks 1194 when front forkmembers 1242 move within front shocks 1194.

Outer panel 1302 is coupled directly to intermediate panel 1308 viaapertures 1342 on tabs 1336 positioned on the rear surface of outerpanel 1302. As shown best in FIG. 77, illustrative outer panel 1302includes four tabs 1336, each having an aperture 1342 corresponding toan aperture 1340 on tabs 1338 of intermediate panel 1308 (FIG. 76). Tabs1340 extend downwardly from a bottom shelf 1344 of intermediate panel1308. Apertures 1342 of outer panel 1302 and apertures 1340 ofintermediate panel 1308 are configured to receive conventional fastenersfor coupling outer panel 1302 to intermediate panel 1308. Intermediatepanel 1308 also may be comprised of a polymeric and/or metallicmaterial. Intermediate panel 1308 includes slots 1346, as is furtherdetailed herein.

Outer panel 1302 also is coupled to inner panel 1304. As such, innerpanel 1304 and intermediate panel 1308 support the load of outer panel1302 because outer panel 1302 is not coupled to support bracket 1306 ortriple clamp assembly 30. Referring to FIG. 77, the rear surface ofouter panel 1302 also includes tabs 1348, each of which includes anaperture 1350 for coupling outer panel 1302 to inner panel 1304.Illustratively, outer panel 1302 includes six tabs 1348 and sixapertures 1350. Apertures 1350 generally correspond to apertures 1352 oninner panel 1304. Apertures 1350 are aligned with apertures 1352 inorder to receive conventional fasteners therethrough for coupling outerpanel 1302 to inner panel 1304.

Inner panel 1304 also is coupled to intermediate panel 1308. As shown inFIG. 77, intermediate panel 1308 includes brackets 1354, each of whichhas an aperture 1356. Illustratively, intermediate panel 1308 includesfour brackets 1354 and four apertures 1356. Apertures 1356 align withapertures 1358 at an upper end of inner panel 1304. Apertures 1356 and1358 receive conventional fasteners for coupling intermediate panel 1308to inner panel 1304. Inner panel 1304 is further coupled to intermediatepanel 1308 through a plurality of tongue-and-groove connections. Moreparticularly, and as shown in FIG. 76, inner panel 1304 includes aplurality of tongues 1360 at the upper end. Illustratively, inner panel1304 includes three tongues 1360. Tongues 1360 are configured to slidewithin a plurality of grooves 1362 at an upper end of intermediate panel1308 (FIG. 77). As such, inner panel 1304 and intermediate panel 1308are coupled together with conventional fasteners at aperture 1356 and1358, and also are coupled together when tongues 1360 are receivedwithin grooves 1362.

Inner panel 1304 also may be coupled to triple clamp assembly 30 throughbrackets 1364 on upper clamp member 1244 and brackets 1366 on lowerclamp member 1246. As shown in FIG. 70, brackets 1364 on upper clampmember 1244 may include at least one aperture 1368. Similarly, brackets1366 on lower clamp member 1246 may include at least one aperture 1370.Inner panel 1304 may include at least one aperture 1372 (FIG. 76) thatalign with apertures 1368, 1370 in order to coupler inner panel 1304 totriple clamp assembly 30.

Support bracket 1306 couples with triple clamp assembly 30. As shown inFIGS. 68-77, triple clamp assembly 30 includes apertures 1374 and,illustratively, includes four apertures 1374, for coupling triple clampassembly 30 to support bracket 1306. More particularly, upper clampmember 1244 includes two apertures 1374 a and lower clamp member 1246includes two apertures 1374 b. Support bracket 1306 includes apertures1376 and, more particularly, includes four apertures 1376.Illustratively, support bracket includes upper apertures 1376 a thatalign with apertures 1374 a, and lower apertures 1376 b that align withapertures 1374 b. Conventional fasteners 1378 (FIG. 78) are receivedthrough apertures 1374, 1376 for coupling support bracket 1306 to tripleclamp assembly 30.

Additionally, inner panel 1304 is coupled to support bracket 1306.Support bracket 1306 includes upper apertures 1380 that align withapertures 1382 on inner panel 1304. Conventional fasteners are receivedthrough aperture 1380, 1382 for coupling inner panel 1304 to supportbracket 1306. Additionally, support bracket 1306 includes tabs 1384having apertures 1386 that align with apertures 1388 on inner panel1304. Conventional fasteners are received through apertures 1386, 1388in order to couple inner panel 1304 with support bracket 1306.

Front fairing 50 is configured to support a plurality of accessories andcontrols. For example, as shown in FIGS. 72-77 and shown best in FIG.73, inner panel 1304 includes openings or cut-out portions 1390 forspeakers 1392 (FIG. 74), openings 1394 for gauges and/or display screens1396, openings 1398 for various controls, openings 1400 for additionalaccessories or components, and windshield assembly 52 of motorcycle 2.Additional controls and accessories may be positioned on handlebars 28,which extend rearwardly from inner panel 1304. For example, handlebars28 may include mirrors 1402. Illustratively, a right-side handlebar 1404supports a mirror 1402 and a left-side handlebar 1406 supports a mirror1402. Additionally, right-side and left-side handlebars 1404 and 1406may support additional speed controls 40 or other accessories orcontrols for motorcycle 2. For example, controls for a cruise controlfunction may be supported on handlebars 28. Also, a clutch lever 1408 ispositioned at left-side handlebar 1406 and brake lever 1410 ispositioned at right-side handlebar 1404. As such, the various controlsfor operating motorcycle 2 are easily accessible to the operator.

Both right-side and left-side handlebars 1404 and 1406 include grips1412. Grips 1412 may be comprised of a polymeric material to dampenvibration from motorcycle 2. As shown in FIG. 75, grips 1412 extendgenerally out the outer portion of right-side and left-side handlebars1404 and 1406. A cap 1414 may be positioned at the outer ends ofhandlebars 1404 and 1406 to enclose an internal channel 1416 ofhandlebars 1404 and 1406. Cap 1414 also may be comprised of a polymericmaterial to further dampen vibrations. Wires or other lines or hoses maybe positioned within channel 1416 of right-side and left-side handlebars1404 and 1406 to support the controls on handlebars 1404 and 1406.Additionally, the wires or lines within channel 1416 of handlebars 1404and 1406 may allow for heating handlebars 1404 and 1406.

Referring to FIGS. 78-87, windshield assembly 52 includes a windshield1450 mounted to a support bracket 1452. In one embodiment, windshield1450 is made from generally transparent material, for example glass orplastic. Additionally, alternative embodiments of windshield assembly 52may include windshields 1450 with different shapes and sizes. As such,the operator may customize the look and function of windshield assembly52. Windshield assembly 52 is configured to move between a “down”position and an “up” position in order to allow a precise amount of windand/or rain protection to the operator. Windshield 1450 moves betweenthe up and down positions by an electric or power motor assembly 1454but also may be configured for manual adjustment through controlsaccessible to the operator during operation of motorcycle 2.Additionally, the position of windshield 1450 may be automaticallyadjusted by electrical system 1800 of motorcycle 2, as is detailedfurther herein. Electrical system 1800 may adjust the position ofwindshield 1450 prior to motorcycle 2 moving and also is configured for“on the fly” adjustments while motorcycle 2 is moving. Additionaldetails of windshield assembly 52 may be disclosed in U.S. Pat. No.7,748,746, issued on Jul. 6, 2010, the complete disclosure of which isexpressly incorporated by reference herein. Windshield 1450 directs airflow away from an operator during operation of motorcycle 2.

Windshield 1450 and support bracket 1452 are coupled to intermediatepanel 1308 and, more particularly, are secured on bottom shelf 1344.Windshield 1450, support bracket 1452, and intermediate panel 1308 arecoupled together with conventional fasteners. Alternatively, windshield1450 and support bracket 1452 may be coupled to intermediate panel withquick-release couplings, such that windshield 1450 may be removed frommotorcycle 2. As such, it may be appreciated that windshield 1450 may becoupled to, or removed from, motorcycle 2 without tools.

Windshield assembly 52 further includes a mounting bracket 1460 forsecuring support bracket 1452 to a plate 1498 of support bracket 1306.Mounting bracket 1460 is coupled to plate 1498 with fasteners 1472.Mounting bracket 1460 is coupled to support bracket 1452 at links 1462on support bracket 1452. Links 1462 align with an aperture 1466 onmounting bracket 1460 and both links 1462 and aperture 1466 areconfigured to receive a fastener 1468. Fastener 1468 may be securedwithin aperture 1466 with couplers 1470.

Referring to FIGS. 79 and 80, windshield assembly 52 further includes arod 1458 extending between linkage arms 1456. Rod 1458 is receivedwithin apertures 1496 of brackets 1494 on support bracket 1306. Aplurality of couplers 1474 further secure rod 1458 to brackets 1494.Couplers 1474 may be bearings, washers, isolators, spacers, nuts, orother types of couplers. Couplers 1474 also secure rod 1458 to linkagearms 1456 at a first end 1476. A second end 1478 of linkage arms 1456are coupled to brackets 1488 on support bracket 1452. Brackets 1488include apertures 1490 which receive a plurality of couplers 1482 and afastener 1480 for securing second end 1478 of linkage arms 1456 tosupport bracket 1452.

Motor assembly 1454 is coupled to plate 1498 of support bracket 1306with conventional fasteners. Motor assembly 1454 includes a lever arm1492 coupled to support bracket 1452 with a fastener 1500. In operation,lever arm 1492 is configured to raise and lower windshield 1450 betweenthe up and down positions.

As shown in FIGS. 82-87, in operation, windshield assembly 52 movesrelative to intermediate panel 1308 in order to raise and lowerwindshield 1450 between the up and down positions. As such, the operatoris able to control the amount of wind and rain protection provided bywindshield assembly 52. When windshield assembly 52 is in the downposition, as shown in FIGS. 82-84, second end 1478 of linkage arms 1456are adjacent the bottom of slots 1346 of intermediate panel 1308.Additionally, linkage arms 1476 are adjacent brackets 1494 of supportbracket 1306. Windshield 1450 and support bracket 1452 rest atop bottomshelf 1344 of intermediate panel 1308 when windshield assembly 52 is inthe down position. As shown in FIG. 84, when windshield assembly 52 isin the down position, support bracket 1452 is positioned below frontfairing 50.

However, as shown in FIGS. 85-87, when motor assembly 1454 is actuatedby either the operator or electrical system 1800, a threaded post withinmotor assembly 1454 moves lever arm 1492 upwardly to raise windshield1450 and support bracket 1452. To further move windshield assembly 52 tothe up position, linkage arms 1456 slide within slots 1346 ofintermediate panel 1308 until second end 1478 is adjacent the upper endof slots 1346. As such, support bracket 1452 is positioned generallyabove front fairing 50.

Windshield assembly 52 may be coupled to support bracket 1306 andintermediate panel 1308 with vibration isolators. For example, grommetsor other generally polymeric members may be included to preventvibration from motorcycle 2 being transmitted to windshield assembly 52.

An alternative embodiment motorcycle 2′ is shown in FIGS. 88-97. Thealternative embodiment motorcycle 2′ may include many similar tomotorcycle 2, as detailed above, wherein like reference numbers identifysimilar components. Motorcycle 2′ is a “cruiser” embodiment ofmotorcycle 2. Motorcycle 2′ includes a frame 4′, a front wheel 6′, arear wheel 8′, power train 10, seat 26, a handlebar assembly 28′, a fueltank 35′, front fender 1180, rear fender 1000, and saddle bags 1050 and1052. Power train 10 is operably coupled to fuel tank 35′ to operatemotorcycle 2′. Fuel tank 35′ may be configured to support a plurality ofgauges or display screens 1394′ and/or speed controls 40′.

Front and rear wheels 6′ and 8′ include a rim 1165′ and a tire 1164′. Asshown in FIGS. 88, 90, and 91, rims 1165′ may include a plurality ofspokes. Tire 1164′ extends around rim 1165′. Front fender 1180 ispositioned generally above and around a top portion of front wheel 6′and, similarly, rear fender 1000 is positioned generally above andaround a top portion of rear wheel 8′.

Saddlebags 1050, 1052 extend laterally outward from rear fender 1000.Saddlebags 1050, 1052 may be comprised of a rigid material or a flexiblematerial. For example, illustrative saddlebags 1050, 1052 of motorcycle2′ may be comprised of a leather material.

As shown, handlebars 28′ are operably coupled to front wheel 6′ andextend upwardly from a bezel 1600. Handlebars 28′ may be angled upwardlyrelative to handlebars 28 of motorcycle 2. Because handlebars 28′ areangled upwardly, the head tube of mainframe portion 540′ also is angledrelative to head tube 552 of mainframe tube 540. More particularly, therake angle of the head tube of mainframe portion 540′ is not the same asthe rake angle of head tube 552 of motorcycle 2. Additionally, thesteering shaft of motorcycle 2′ is angled relative to steering shaft1248 of motorcycle 2 due to the different rake angle of the head tube ofmainframe portion 540′. Due to the configuration of handlebars 28′, thetriple clamp assembly of motorcycle 2′ may be oriented and arrangeddifferently from triple clamp assembly 30 of motorcycle 2.

Referring to FIGS. 91, 93, 94, 96, and 97, motorcycle 2′ includes bezel1600 rather than fairing 50. Bezel 1600 extends around a headlight unit1316′ and further supports secondary lighting units 1318′. Moreparticularly, bezel 1600 support a bracket 1608 which includes supportarms 1608 a and a lower brace member 1608 b. Brace member 1608 b extendsbetween support arms 1608 a. Bracket 1608 extends outwardly from bezel1600 and headlight unit 1316′ and, as such, secondary lighting units1318′ extend outwardly from headlight unit 1316′ and bezel 1600. Bracket1608 extends generally around bezel 1600 and further supports lowerlighting units 1602. Support arms 1608 a are coupled to secondarylighting units 1318′. Secondary lighting units 1318′ may support lowerlighting units 1602. The wires, lines, and cables for lighting units1316′, 1318′, and 1602 may be concealed within bezel 1600.

Referring to FIG. 98, an exemplary electrical system 1800 of motorcycle2 is illustrated. Electrical system 1800 illustratively includes avehicle control module (VCM) 1802 in communication with an enginecontrol module (ECM) 1804. VCM 1802 and ECM 1804 each include one ormore processors that execute software and/or firmware code stored at therespective internal or external memory 1808, 1814 to perform thefunctions described herein. In particular, VCM 1802 includes vehiclecontrol logic 1806 that controls various electrical components andsubsystems of motorcycle 2, and ECM 1804 includes engine control logic1812 that controls the operation of engine 12. VCM 1802 and/or ECM 1804may alternatively include one or more application-specific integratedcircuits (ASICs), field-programmable gate arrays (FPGAs), digital signalprocessors (DSPs), hardwired logic, or combinations thereof. Thefunctionality of VCM 1802 and ECM 1804 may alternatively be integratedinto a single control module that provides both vehicle and enginecontrol. Electrical system 1800 further includes at least one vehiclebattery 1820 (e.g., 12 VDC) for providing power to the electricalcomponents of motorcycle 2, including VCM 1802, ECM 1804, sensors,switches, lighting, ignition, accessory outlets, and other poweredcomponents. In one embodiment, VCM 1802 communicates over a controllerarea network (CAN) bus network with ECM 1804 and with various sensorsand components of electrical system 1800, although another suitablecommunication network or hard-wired communication may be provided.

Electrical system 1800 includes several sensors in communication withVCM 1802. One or more speed sensors 1830 provide speed feedback to VCM1802, such as engine speed, vehicle speed, and/or other drivelinespeeds. A tilt sensor 1834, such as an accelerometer, provides a signalto VCM 1802 indicative of the tilt or lean of the motorcycle 2. Tiltsensor 1834 is also operative to detect movement of motorcycle 2 basedon the detected acceleration. An accelerator position sensor 1836 (e.g.,potentiometer) detects the position of the vehicle accelerator, e.g.,the rotatable handgrip, and VCM 1802 or ECM 1804 determines the throttledemand based on the detected accelerator position for controlling theengine throttle 304. A cruise request switch 1832 in communication withVCM 1802 is actuated by an operator to set and implement the cruisespeed. In the illustrated embodiment, the operator engages a power input1840 to power up electrical system 1800 of motorcycle 2 and a startinput 1842 to start engine 12 of motorcycle 2, as described below. Thesensors and other electrical devices illustratively routed to VCM 1802alternatively may be routed to ECM 1804, such as the acceleratorposition sensor 1836 and speeds sensors 1830, for example, and VCM 1802may obtain the corresponding sensor data from ECM 1804. In oneembodiment, wiring to the sensors and electrical devices mounted onhandlebars 28 is routed through the internal opening 1416 in handlebars28 (see FIG. 75) from the VCM 1802 to thereby hide and protect thewiring.

VCM 1802 illustratively further includes a wireless receiver/transmitter1810 for receiving and transmitting wireless communications to/from oneor more vehicle sensors. In the illustrated embodiment,receiver/transmitter 1810 is a radio frequency (RF) transceiver 1810operative to receive RF communications from a security device 1838 andtire pressure sensors 1839. Each tire pressure sensor 1839 monitors thetire pressure of a corresponding wheel 6, 8 and provides the pressuredata to VCM 1802, thereby providing real-time monitoring of the tirepressure. In one embodiment, tire pressure sensors 1839 send tirepressure data to VCM 1802 at regular time intervals (e.g., every tenseconds) and upon a detected change in the tire pressure exceeding athreshold rate of change. Upon detection of the tire pressure decreasingto a low threshold value, VCM 1802 issues a warning to the operator bysending a warning message to display 1818 and/or by issuing an audiowarning.

Motorcycle 2 includes heated handle grips 1412 (FIG. 75) coupled toright and left side handlebars 1404, 1406 (FIG. 74). In one embodiment,a heating element positioned within each handlebar 1404, 1406 iscontrolled by VCM 1802 based on control input 1846 to heat the handlebargrips 1412. In one embodiment, heated grip control input 1846 allows anoperator to select between a plurality of heat levels, such as up to tenheat levels having varying intensity, for example, for heating thehandle grips 1412. Control input 1846 may include a multi-positionswitch that allows an operator to increase the heat level/intensity, todecrease the heat level/intensity, and to turn the heat on/off. In oneembodiment, a heating element is positioned within or below seat 26 ofmotorcycle 2, and VCM 1802 controls the heating element to heat seat 26.In one embodiment, heat to seat 26 is automatically activated by VCM1802 at a substantially constant intensity level upon engine 12 running,although the heat intensity of the heated seat 26 may also be selectableby an operator with a control input. In one embodiment, heating thegrips 1412 and seat 26 is enabled by VCM 1802 only if engine 12 isrunning.

ECM 1804 electronically controls the throttle 304 of engine 12 based onat least the detected vehicle speed and throttle demand detected withaccelerator position sensor 1836. The electronic throttle controlprovided with ECM 1804 is further described in U.S. patent applicationSer. No. 13/152,981, filed on Jun. 3, 2011 and entitled “ElectronicThrottle Control,” the disclosure of which is incorporated herein byreference. VCM 1802 and/or ECM 1804 are operative to provide cruisecontrol for motorcycle 2 such that motorcycle 2 operates at asubstantially constant vehicle speed. Cruise request switch 1832 coupledto and in communication with VCM 1802 is actuated or engaged by anoperator to initiate the cruise control function of motorcycle 2. Cruiserequest switch 1832, which includes a pushbutton, lever, or any othersuitable input device, may be provided with the operator controls on thehandlebar 28 of motorcycle 2. Upon detection of cruise request switch1832 being engaged, VCM 1802 instructs ECM 1804 to maintain a constantvehicle speed using closed loop control based on the detected vehiclespeed.

In the illustrated embodiment, security device 1838 of FIG. 98 is a keyfob or other hardware security token device carried by an operator thatenables operation of motorcycle 2 and of vehicle functions provided withVCM 1802 and ECM 1804. VCM 1802 is operative to detect security device1838 within a particular range of motorcycle 2, such as within severalfeet or another suitable distance. Security device 1838 includes anidentifier, such as an identification number or code stored in a memoryof device 1838, for example that is detected by VCM 1802. VCM 1802compares the identifier of security device 1838 to an identifier storedin memory 1808 to validate security device 1838 for allowing motorcycleoperation. Upon confirmation that security device 1838 is valid, VCM1802 is programmed to enable one or more vehicle functions. Whensecurity device 1838 is out of range of motorcycle 2, VCM 1802 serves toimmobilize motorcycle 2.

In one embodiment, VCM 1802 and ECM 1804 are both locked out whensecurity device 1838 is not present, i.e., when security device 1838 isnot located within the detectable range of motorcycle 2 or has aninvalid identifier. When power button 1840 or start button 1842 ispressed by an operator, VCM 1802 checks for the presence of securitydevice 1838. In one embodiment, VCM 1802 checks for security device 1838by transmitting an RF signal to activate the security device 1838 andreceiving a return signal from device 1838 with the associatedidentifier. With security device 1838 within range, VCM 1802 allowsmotorcycle 2 to be powered on and the engine 12 to be started by theoperator. In particular, upon engagement of power button 1840 by theoperator, VCM 1802 determines whether security device 1838 is present.If security device 1838 is present, VCM 1802 is unlocked and electricalsystem 1800 is powered on; if security device 1838 is not present, VCM1802 and ECM 1804 remain locked out and motorcycle 2 is not powered on.When motorcycle 2 is powered on but engine 12 is not running, anoperator engages start button 1842 to start engine 12. VCM 1802instructs ECM 1804 to start engine 12 upon actuation of start button1842 when security device 1838 is present. When motorcycle 2 is notmoving (zero speed) or if engine 12 is off, actuation of power button1840 by the operator causes VCM 1802 to power down the electrical system1800 and to shut down engine 12 if engine 12 is running. Motorcycle 2may further include a run/stop switch that is used to kill the engine 12upon an operator moving the switch to the “stop” position.

When both electrical system 1800 and engine 12 are off, VCM 1802 alsoprovides a one-touch start feature. With this feature, when start button1842 is held longer than a threshold time (e.g., two seconds) andsecurity device 1838 is present, VCM 1802 powers on both electricalsystem 1800 and engine 12. As such, the operator may choose to startengine 12 immediately with this feature rather than use the two-stepprocess described above of first powering on electrical system 1800 withpower button 1840 and then starting engine 12 with start button 1842.

VCM 1802 monitors the presence of security device 1838 when motorcycle 2is powered on. Upon VCM 1802 detecting that security device 1838 is nolonger present and motorcycle 2 is powered on but not moving, VCM 1802shuts down engine 12 and/or powers down the electrical system 1800 aftera predetermined delay, such as about 20 seconds or another suitabledelay. In one embodiment, VCM 1802 shuts down engine 12 and electricalsystem 1800 after the predetermined delay only when motorcycle 2 is notin gear, i.e., when transmission 14 is in neutral gear or park. In oneembodiment, VCM 1802 shuts down engine 12 after a first predetermineddelay and powers down electrical system 1800 after a secondpredetermined delay, and the first predetermined delay is shorter thanthe second predetermined delay. Upon automatically shutting downelectrical system 1800 and engine 12 when security device 1838 is notpresent for the predetermined time (and when motorcycle 2 is not movingand/or is not in gear), VCM 1802 and ECM 1804 are locked out and anoperator must initiate one of the start sequences described herein torestart motorcycle 2.

In one embodiment, an operator may unlock the VCM 1802 and/or ECM 1804with or without the security device 1838 by inputting a personalidentification number (PIN) to VCM 1802. Upon detection of the PINentered by the user, VCM 1802 enables electrical operation such thatelectrical system 1800 may be powered on and engine 12 may be started.The PIN may include any suitable number of digits, such as four digits,for example. In one exemplary embodiment, the PIN is entered byactuating a turn signal switch or lever 1844 of motorcycle 2 in aparticular sequence. In particular, turn signal lever 1844 is moved tothe position corresponding to the left turn signal or the right turnsignal to cycle through and select the numbers of the PIN. Anotherinput, such as a button on the turn signal lever 1844, for example, maybe used to enter the number selected by lever 1844 such that VCM 1802receives the entered numbers of the PIN. In one embodiment, two PINs arestored in VCM 1802 for enabling motorcycle 2—one PIN set by the operatorand one PIN that is factory set. Once one of the PINs is properlyentered, VCM 1802 unlocks vehicle operation, and VCM 1802 sends a signalto ECM 1804 to unlock ECM 1804.

In one embodiment, security device 1838 includes one or morebuttons/inputs for locking and unlocking various compartments or devicesof motorcycle 2. Security device 1838 includes a transmitter operativeto transmit an RF signal to VCM 1802 upon actuation of one of thebuttons of security device 1838, and VCM 1802 engages or disengages acontrollable lock of the corresponding vehicle compartment upon receiptof the signal regardless of whether motorcycle 2 is powered on. In oneembodiment, actuation of the lock or unlock button is operative to causeVCM 1802 to lock/unlock the saddlebags 54 and/or other compartments ofmotorcycle 2. In one embodiment, saddlebags 54 and other compartmentsare automatically locked by VCM 1802 following a predetermined delay ifthe saddlebags 54 or other compartments are not opened after beingunlocked with device 1838. Other suitable vehicle features or operationsmay be locked and unlocked with buttons of security device 1838, such asECM 1804 or VCM 1802, vehicle lights, display 1818, the infotainmentsystem, etc. In one embodiment, security device 1838 includes atransceiver to provide bi-directional communication with VCM 1802. Inone exemplary embodiment, security device 1838 transmits data at about433 megahertz (MHz) and receives data at about 125 kilohertz (kHz). Inanother embodiment, security device 1838 communicates at about 2.4gigahertz (GHz). Other suitable transmission frequencies may be used.

VCM 1802 further provides a security feature that triggers an alarmcondition or theft alert upon detection of motorcycle 2 moving whilemotorcycle 2 is powered down and/or while engine 12 is shut down. Inparticular, an accelerometer (e.g., tilt sensor 1834 or another suitableaccelerometer) is operative to detect movement of motorcycle 2 whenmotorcycle 2 is powered down and/or when engine 12 is off. Theaccelerometer may draw a small amount of power from vehicle battery 1820(FIG. 98) when motorcycle 2 is powered down such that the accelerometeris operational to detect movement of motorcycle 2. Based on the detectedvehicle movement with the accelerometer, VCM 1802 triggers an alarmstate. The security feature may be disabled by the operator. Referringto the exemplary alarm system of FIG. 99, VCM 1802 is operative to sounda horn 1864 and/or flash the front light 44 in the alarm state. In oneexemplary embodiment of FIG. 99, VCM 1802 is operative to instruct ECM1804 to flash the turn signals 46, 48 in the alarm state. In oneembodiment, VCM 1802 is further operative to communicate an alarmmessage (e.g., text message, other suitable message) to an operator'ssmartphone 1862 via a communication module 1860 of VCM 1802 to alert theoperator that motorcycle 2 is being tampered with.

VCM 1802 further activates one or more hazard functions upon detectionof motorcycle 2 tipping over or being in a non-vertical orientation. VCM1802 illustratively detects a tip-over condition of motorcycle 2 basedon the tilt angle signal provided with tilt sensor 1834, although othersuitable sensors may be used to determine a tip-over condition. Forexample, VCM 1802 determines motorcycle 2 is not upright based on themeasured tilt angle of motorcycle 2 exceeding a maximum threshold angle.Detection of the tip-over condition or other non-operational orientationof motorcycle 2 may be further based on vehicle speed and/or vehicledeceleration. For example, the maximum threshold angle may be increasedfor a faster vehicle speed. Upon detection of vehicle tipping over, VCM1802 generates one or more control signals to shut down the fuel supplyto engine 12 and to disable the engine ignition. In addition, VCM 1802activates the vehicle hazard lights (e.g., turn signals 46, 48, frontlights 44, and/or rear lights) upon detecting the tip-over condition. Inone embodiment, tilt sensor 1834 is external to VCM 1802, although tiltsensor 1834 may alternatively be integrated into VCM 1802. In analternative embodiment, tilt sensor 1834 provides a tilt signal to ECM1804 rather than to VCM 1802, and ECM 1804 activates the hazard ormarker lights of motorcycle 2 and initiates the other hazard functions.Automatic activation of hazard lights upon vehicle tip-over serves toincrease the likelihood of alerting passers-by of the tipped overmotorcycle 2 and the operator. In one embodiment, VCM 1802 is furtheroperative to activate the hazard lights upon the automatic brakingsystem 1170 (FIG. 63) being activated, i.e., when vehicle losestraction.

Motorcycle 2 further includes low beam and high beam headlights (e.g.,lights 44 of FIG. 99) that are selectively turned on based on operatorinput, such as a light switch. VCM 1802 is operative to detect whenlight bulbs fail or burn out based on, for example, current draw orelectrical resistance of the light bulbs. Upon detection of a failed lowbeam headlight, VCM 1802 is operative to pulse the high beam headlightsuch that the light intensity from the pulsed high beam light issubstantially the same as the light intensity of a properly functioninglow beam light.

Referring to FIG. 98, motorcycle 2 further includes an infotainmentsystem 1848 including an audio system 1850. Audio system 1850 includes aradio/receiver and speakers each mounted inside the front fairing 50 andenclosed to be weather resistant. Audio system 1850 automaticallycontrols the volume based on the detected speed of motorcycle 2 providedwith VCM 1802 or ECM 1804. In particular, audio system 1850 increasesthe volume as the detected vehicle speed increases, thereby increasingthe likelihood of sound from speakers of audio system 150 being audibleand clear at high vehicle speeds. Such volume adjustment may becontinuous based on vehicle speed, or the volume may be adjusted betweena plurality of discrete levels based on vehicle speed. The audio volumeis further manually adjustable by the operator with volume controlinputs. A wireless communication protocol (e.g., Bluetooth) and/or USBconnections are integrated in infotainment system 1848 to stream audio,video, voice (phone) data, or other data from an external device, suchas smart phone 1862 of FIG. 99. Infotainment system 1848 also displaysvideo/graphical data such as text messages, caller 10, phone book, audiodata, pictures, and smart phone data on display 1818 upon the smartphone 1862 being linked to the infotainment system 1848. In oneembodiment, controls for infotainment system 1848 are mounted tohandlebars 28 proximate the operator's hands. Exemplary controlsincludes volume control, power on/off, tuner up/down, seek/scan, songselector up/down, source selection (e.g., AM/FM, AUX, XM, etc.), toggleoff speakers, and other suitable controls.

FIG. 100 illustrates an exemplary display 1818 of motorcycle 2 includinga display screen 1882, a tachometer gauge 1884, and a speedometer gauge1886. A fuel level indicator 1888 is illustratively integrated withintachometer gauge 1884. Exemplary information displayed on screen 1882includes calculated fuel economy, fuel range, tire pressure, batteryvoltage, oil life, odometer, average speed, and other metrics calculatedby VCM 1802, as well as the infotainment display data described above.

As described herein, windshield 1452 of FIGS. 78-87 is adjustable withmotor assembly 1454. Motor assembly 1454 is controlled by a switch 1900(FIG. 98) or other suitable input control device that is actuated by auser to manually adjust the position of windshield 1450. Electric motor1454 provides a range of adjustments of windshield 1450 between a fullylowered position (FIG. 84) and a fully raised position (FIG. 87). In oneembodiment, motor assembly 1454 includes a servo motor, although othersuitable motor types may be provided. Switch 1900 is positioned on ornear the handlebars 28 to provide easy access for the operator. In theillustrated embodiment, switch 1900 is routed to VCM 1802 such that VCM1802 controls the actuation of motor assembly 1454 based on the operatordemand from switch 1900. Switch 1900 may alternatively be routeddirectly to a motor controller of motor assembly 1454 for controllingthe windshield height. The operator may set the orientation of thewindshield 1450 to a desired position with switch 1900. For example, alower windshield position may provide more airflow to the operatorduring motorcycle operation, and a higher windshield position mayprovide additional protection against the elements, e.g., precipitation,air, dust, etc.

Windshield 1450 is also automatically adjustable based on at least oneoperating condition of motorcycle 2. In one embodiment, windshield 1450is automatically adjusted by motor 1454 based on the current gearposition of transmission 14. In particular, for each transmission gear,motor 1454 moves windshield 1450 to a corresponding discrete position.In one exemplary embodiment, windshield 1450 is fully down or is in alowest discrete position when transmission 14 is in a first gear,windshield 1450 is moved to a higher discrete position when transmission14 is shifted into second gear, windshield 1450 is moved to a nexthigher discrete position when transmission 14 is shifted into thirdgear, and so on for each transmission gear. Windshield 1450 is moved toa fully up position (FIG. 87), or a highest discrete position, whentransmission 14 is shifted into the highest gear (e.g., fifth or sixthgear). Other suitable discrete positions of windshield 1450 maycorrespond to the different transmission gears. An enable switch 1902(FIG. 98) is provided on motorcycle 2 to enable the automatic windshieldadjustment functionality. In one embodiment, with automatic windshieldadjustment enabled with enable switch 1902, manual adjustment ofwindshield 1450 with switch 1900 is disabled. Alternatively, switch 1900may be used by an operator to further adjust the position of windshield1450 when automatic adjustment is enabled. In the illustratedembodiment, upon enable switch 1902 being selected, VCM 1802 isoperative to detect the transmission gear and to control the motorassembly 1454 to move windshield 1450 to the appropriate discreteposition. Alternatively, a motor controller of motor assembly 1454 maybe operative to read the gear position of transmission 14 and to controlthe motor to move the windshield 1450 to the corresponding discreteposition without use of VCM 1802.

In another embodiment, windshield 1450 is automatically adjusted bymotor 1454 based on detected vehicle speed. In particular, VCM 1802controls motor assembly 1454 to move windshield 1450 to a higherposition as the detected vehicle speed increases. In one embodiment,both transmission gear position and vehicle speed are variables used inthe automatic adjustment of windshield 1450.

The term “logic” or “control logic” as used herein may include softwareand/or firmware executing on one or more programmable processors,application-specific integrated circuits (ASICs), field-programmablegate arrays (FPGAs), digital signal processors (DSPs), hardwired logic,or combinations thereof. Therefore, in accordance with the embodiments,various logic may be implemented in any appropriate fashion and wouldremain in accordance with the embodiments herein disclosed.

Referring to FIGS. 101-1028, fuel tank 35 is described herein in furtherdetail. As shown in FIGS. 101 and 102A, fuel tank 35 is fluidly coupledto a recirculation system 2000 which includes recirculation lines 2000a, 2000 b, 2000 c, and 2000 d. Lines 2000 a, 2000 b, 2000 c, and 2000 dallow excess fuel from engine 12 to flow back to fuel tank 35. Lines2000 a and 2000 b are coupled to a purge valve 2002. Lines 2000 b and2000 c are fluidly coupled to an evaporator 2004.

As shown in FIGS. 1028 and 103, fuel tank 35 includes a center cover2006 which is coupled to fuel tank 35 through brackets 2008 andfasteners 2010. Center cover 2006 conceals a fuel pump assembly 2020,which includes a panel 2012 that couples with a recessed portion 2014 offuel tank 35, a main pump 2022, a jet pump 2024 (FIG. 103), a float2028, a level sensor 2030, and a pick-up line 2034. Illustratively,panel 2012 couples with recessed portion 2014 by placing fasteners 2016of recessed portion 2014 through apertures 2018 of panel 2012.

Fuel pump assembly 2020 is positioned within fuel tank 35 and belowpanel 2012. Main pump 2022 is coupled to a fuel filter 2031 supportedwithin a chamber 2029. A lid 2033 includes nozzles 2025 and 2039 and ispositioned over chamber 2029 and fuel filter 2031. Lid 2033 isillustratively coupled to chamber 2029 with conventional fasteners. Mainpump 2022 is coupled to fuel filter 2031 via a hose 2023 coupled tonozzle 2025.

Main pump 2022 also is coupled to float 2028 with a float arm 2026.Level sensor 2030 is electrically coupled to float 2028 in order todetermine the level of fuel within fuel tank 35. In one embodiment, analternative float sensor 2028′, float arm 2026′, and level sensor 2030′may be included with fuel pump assembly 2020, as shown in FIG. 104. Ascreen filter 2032 is positioned below main pump 2022 in order to filterdebris in fuel before the fuel flows into fuel pump assembly 2020.

Jet pump 2024 cooperates with main pump 2022 to create a low-pressure,high-velocity flow, which suctions or pulls fuel into pick-up line 2034in order to transfer fuel from one side of fuel tank 35 to the otherside. Jet pump 2024 allows fuel to continuously flow to the oppositeside of fuel tank 35, where fuel flows from main pump 2022 into a fuelline 2036. Fuel in line 2036 flows into an additional fuel line 2038 viaa nozzle 2039. Fuel line 2038 is fluidly coupled to engine 12 in orderto supply fuel thereto. In an alternative embodiment of vehicle 2, afuel tank 35′, shown in FIG. 105, may be included on vehicle 2.

Given that two-wheeled vehicles may lean to one side, both whileoperating and while parked, the measurement of the fuel supply in fueltank 35 may be inaccurate. For example, if vehicle 2 is operating duringheavy winds or around a turn, or is parked on a hill or otherwisesupported on its side stand, the fuel within fuel tank 35 may pool tothe downstream side of fuel tank 35. As such, the reading or measurementof fuel displayed on a fuel gauge or display screen of vehicle 2 may beinaccurate because float 2028 may indicate a change in fuel level due tothe lean of vehicle 2.

However, lean angle data from tilt sensor 1834 may be used to adjust thefuel level signal from float 2028. More particularly, float 2028 andtilt sensor 1834 may be used to measure real-time fuel level data andtilt angle data, respectively. Referring to FIG. 106, in one embodiment,software configured to measure fuel level also analyzes the lean angledata to calculate the actual fuel level in tank 35. As such, thesoftware may adjust the fuel level displayed to the rider when vehicle 2is leaning. For example, the software may be part of internal software2040 for either VCM 1802 and/or ECM 1804 and may be configured todetermine the actual fuel level in tank 35 based on the geometry of fueltank 35 and the speed of vehicle 2. In another embodiment, software 2040may be configured to determine the actual fuel level in tank 35 based onthe lean direction of vehicle 2 (i.e., based on the incline or declinedirection of vehicle 2). By using vehicle speed data, lean angle data,lean direction data, and/or fuel tank geometry, the actual fuel levelcan be outputted to the rider without requiring additional level sensorsor floats. The output to the rider may include the fuel level, as wellas a driving range or other similar output information.

Referring now to FIGS. 107 and 108, engine 12 and transmission 14 areintegrated together as a single power train assembly 10. Crankcase 100is coupled to cylinders 70, 72 and includes a first side 2046 and asecond side 2048. First and second sides 2046, 2048 may be cast ordrilled portions that are coupled together through conventional means,such as bolts, rivets, welds, or other similar fasteners.Illustratively, transmission 14 is concealed by transmission housing 102(FIG. 107), which is coupled to first side 2046 of crankcase 100. Avalve train assembly 2130 and other components of power train assembly10 are concealed by a cover 2044 (FIG. 108) on second side 2048 ofcrankcase 100.

Crankcase 100 supports a crankshaft 2050, as shown in FIGS. 109 and 110.Crankshaft 2050 includes a first main bearing journal 2052, a secondmain bearing journal 2054, and a connecting rod journal 2056. Connectingrod journal 2056 is coupled with connecting rods 2500 (FIG. 148) ofpistons 104 and is intermediate counterweights 2058. Connecting rods2500 may be comprised of two pieces coupled together around connectingrod journal 2056. Connecting rod journal 2056 may include at least oneoil port 2063, as is detailed further hereinafter. Crankshaft 2050further includes a mounting surface 2051 adjacent second main bearingjournal 2054 and a nose 2053 at an outer end of crankshaft 2050.Additionally, a mounting surface 2065 may be included adjacent firstmain bearing journal 2052 and may include an oil port 2061, as isdetailed further hereinafter. First main bearing journal 2052, secondmain bearing journal 2054, and mounting surface 2051 each may include anoil port 2055, 2057, 2059, respectively, as is further detailedhereinafter.

In one embodiment, crankshaft 2050 includes a timing disc 2060, as shownin FIGS. 111 and 112. Timing disc 2060 is coupled to one ofcounterweights 2058 with conventional fasteners 2062, which may bebolts, screws, rivets, or other similar coupling devices. As shown inFIG. 112, fasteners 2062 extend through apertures 2064 in timing disc2060 and apertures 2066 of counterweight 2058. Crankshaft 2050 issupported at a low position within crankcase 100, which reduces thecenter of gravity of engine 12.

Referring to FIGS. 113-115, crankshaft 2050 also supports a compensatorassembly 2070. Compensator assembly 2070 may be spring-loaded andlessens or “smooths” the torque output from engine 12. Additionally,compensator assembly 2070 couples transmission 14 to crankshaft 2050, asis further detailed herein.

As shown in FIG. 113, compensator assembly 2070 is on first side 2046 ofcrankcase 100. Compensator assembly 2070 includes a splined member 2074having a flange 2072 coupled thereto, a first spacer member 2080, asecond spacer member 2082, a compensating sprocket 2084 having aplurality of protrusions 2086, a sliding cam 2088, a plurality of shims2092, a first cover member 1094, a second cover member 2096, and amounting plate 2100. Splined member 2074 has an internally splinedsurface 2078 that couples with an externally splined surface 2110 ofcrankshaft 2050. Sliding cam 2088 includes an internally splined surface2089 and plurality of projections 2090 that are positioned intermediateprotrusions 2086 of compensating sprocket 2084. Internally splinedsurface 2089 of sliding cam 2088 couples with an externally splinedsurface 2076 of splined member 2074 such that compensating sprocket 2084and first and second spacer members 2080, 2082 are positioned betweenflange 2072 and sliding cam 2088. Shims 2092 are positioned outward ofsliding cam 2088 and are concealed by first cover member 1094. In oneembodiment, shims 2092 may function as a wave spring. Second covermember 2096 is positioned intermediate first cover member 2094 andmounting plate 2100 and includes apertures 2098 for receiving fasteners2106. As shown in FIG. 114, fasteners 2106 also are received throughapertures 2102 of mounting plate 2100. A fastener 2108 extends through acenter aperture 2104 of mounting plate 2100, a center aperture 2099 ofsecond cover member 2096, and couples with a gear 2097 (FIG. 115) on aninner side of second cover member 2096 in order to assemble compensatorassembly 2070.

In addition to compensator assembly 2070, crankcase 100 also supports avalve train assembly 2130 which includes a plurality of bearings 2112 a,2112 b, and 2112 c, for example ball bearings, as shown in FIG. 116.Bearings 2112 a, 2112 b, and 2112 c are positioned above crankshaft 2050on second side 2048 of crankcase 100. Referring to FIG. 117, bearings2112 a, 2112 b, and 2112 c support and allow rotation of a respectivecamshaft 2114 a, 2114 b, and 2114 c. More particularly, illustrativevehicle 2 includes three camshafts in which camshaft 2114 c is an intakecamshaft and camshafts 2114 a and 2114 b are exhaust camshafts.Camshafts 2114 a, 2114 b, and 2114 c include gears 2116 a, 2116 b, and2116 c, respectively. Gears 2116 a, 2116 b, 2116 c may be spring-loadedsplit gears, as shown in FIG. 119, which may reduce backlash. As shownin FIG. 119, gears 2116 a, 2116 b each include a first portion 2140 anda second portion 2142.

Illustratively, intake camshaft 2114 c is coupled to a belt 2118.Alternatively, intake camshaft 2114 c may be coupled to a chain or otherdrive member. As shown in FIGS. 117-118, gear 2116 c on intake camshaft2114 c may drive gears 2116 a, 2116 b on exhaust camshafts 2114 a, 2114b. Belt 2118 rotates about, and is tensioned by, pulleys 2120 and 2122.Pulley 2122 is coupled to crankshaft 2050 with a fastener 2126. Pulley2120 is coupled to intake camshaft 2114 c with a fastener 2124. In oneembodiment, belt 2118 is the only belt included on engine 12.

Referring to FIG. 119, camshafts 2114 a, 2114 b, and 2114 c may becoupled to a plate 2128 to maintain the alignment, position, andconfiguration of camshafts 2114 a, 2114 b, 2114 c. Exhaust camshaft 2114b includes a lobe 2132 for reciprocating exhaust push rod 126 ofcylinder 70. Similarly, exhaust camshaft 2114 a includes a lobe 2134 forreciprocating exhaust push rod 126 of cylinder 72. Intake camshaft 2114c includes a first lobe 2136 and a second lobe 2138 for reciprocatingintake push rod 124 of cylinder 70 and intake push rod 124 of cylinder72, respectively. First lobe 2136 is outward of second lobe 2138 by adistance approximately equal to the offset between intake push rods 124of cylinders 70 and 72.

As shown in FIGS. 120A and 120B, push rods 124 and 126 (FIG. 13A)include followers 2144 and 2146. Followers 2144 corresponding to exhaustpush rods 126 and followers 2146 correspond to intake push rods 124.Followers 2144, 2146 may include respective dowels 2145, 2147 to preventfollowers 2144, 2146 from rotating, twisting, or otherwise becomingmisaligned. Additionally, a plate 2149 may be used to maintain thespacing between followers 2144, 2146. As shown in FIG. 120B, plate 2149is coupled to crankcase 100 with a fastener 2141 that extends into anopening 2143 of crankcase 100.

In operation, camshaft 2114 a and lobe 2134 rotate to reciprocatefollower 2144 and, therefore, exhaust pushrod 126 of cylinder 72.Similarly, camshaft 2114 b and lobe 2132 rotate to reciprocate follower2144 and, therefore, exhaust push rod 126 of cylinder 70. Camshaft 2114c and lobe 2136 rotate to reciprocate follower 2146 and, therefore,intake push rod 124 of cylinder 70. Lobe 2138 rotates to reciprocatefollower 2146 and, therefore, intake push rod 124 of cylinder 72.

Referring to FIG. 121, camshafts 2114 a, 2114 b, 2114 c may includelocating members. Illustratively, locating members include a slot 2148on camshafts 2114 a, 2114 b, 2114 c and a slot on gears 2116 a, 2116 b,2116 c for receiving a key 2150 that locates camshafts 2114 a, 2114 b,2114 c on camshaft gears 2116 a, 2116 b, 2116 c. Illustratively, slots2152 are on the inner diameter of each camshaft gear 2116 a, 2116 b,2116 c. In one embodiment, slots 2148, 2152 and keys 2150 are on arearward side of camshafts 2114 a, 2114 b, 2114 c, as shown in FIG. 121.Alternatively, at least one of slots 2148, 2152 and keys 2150 may bepositioned on the opposing side of any of camshafts 2114 a, 2114 b, 2114c, such that at least one of slots 2148, 2152 and keys 2150 is on aforward side of camshafts 2114 a, 2114 b, 2114 c (i.e., areapproximately 180 degrees from the position shown in FIG. 121).

Referring to FIGS. 122 and 123, exhaust camshafts 2114 a, 2114 b eachmay include a decompression system 2154. Decompression systems 2154 areconfigured to slightly open exhaust valves 172 (FIG. 14) during thecompression stroke of piston 104 in order to make engine 12 easier tocrank during starting (e.g., approximately 250 rpm). However,decompression systems 2154 also are configured to deactivate when engine12 achieves a normal idle speed (e.g., approximately 800 rpm). Ifdecompression systems 2154 do not engage when engine 12 achieves anormal idle speed, engine 12 will not idle properly.

As shown in FIGS. 124 and 125, decompression systems 2154 of the presentdisclosure include a body member 2180, a rotatable pin 2156 positionedwithin a recess 2178 of body member 2180, a lift arm 2158 positionedover pin 2156, a spring 2166 coupled to lift arm 2158, and a retainingmember 2170 which is coupled to body member 2180 with fasteners 2174.More particularly, retaining member 2170 has a generally “C” shape andincludes apertures 2172 for receiving fasteners 2174. Fasteners 2174also extend into openings 2176 of body member 2180 in order to secureretaining member 2170 to body member 2180. Fasteners 2174 may be bolts,screws, rivets, welds, or other similar fastening means. As shown bestin FIG. 124, both retaining member 2170 and lift arm 2158 are positionedover pin 2156.

Spring 2166 is a tension spring and is coupled to both lift arm 2158 andbody member 2180, as shown in FIG. 124. Illustratively, an upper portion2169 of spring 2166 extends through a first opening 2164 and hooks into,or is otherwise secured within, a second opening 2162 of lift arm 2158.Additionally, a lower portion 2168 of spring 2166 extends around a tab2182 of body member 2180 to further secure spring 2166 to body member2180. Spring 2166 is positioned within a cylindrical opening 2184 ofbody member.

Referring to FIGS. 126A and 126B, in operation, decompression systems2154 are configured to rotate pin 2156 such that lift arm 2158 movesbetween a closed, or engaged, state and an open, or disengaged, state.In particular, when lift arm 2158 is engaged, or closed, as shown inFIG. 126A, pin 2156 rotates or moves to a raise positioned within bodymember 2180. As such, decompression systems 2154 push exhaust followers2144 in a slightly upward direction (shown by the arrow of FIG. 126A),thereby slightly pushing exhaust push rods 126 upwardly and slightlyopening exhaust valves 172 in cylinders 70 and 72. As such, exhaustvalves 172 are slightly opened and it may be easier to crank engine 12during starting.

Conversely, when exhaust push rods 126 and exhaust followers 2144 movein a downward direction (shown by the arrow in FIG. 126B), exhaustvalves 172 close and the centrifugal force from the rotation ofcamshafts 2114 a, 2114 b causes lift arm 2158 to disengage from bodymember 2180 and open, as shown in FIG. 126B. When lift arm 2158 is inthe disengaged state, pin 2156 moves or rotates to a lower positionwithin recess 2178 and, therefore, exhaust followers 2144 are no longerpushed in an upward direction. As such, exhaust valves 172 are not open.Lift arm 2158 may rotate until a stop member 2160 of lift arm 2158contacts a stop recess 2179 of body member 2180.

As shown in FIGS. 126A and 126B, when lift arm 2158 is engaged (FIG.126A), followers 2144 are positioned further to lobes 2132 and 2134 ofcamshafts 2114 a and 2114 b, respectively. More particularly, when liftarm 2158 is engaged (i.e., closed), a length L1, between a center pointP1 of lobes 2132, 2134 and a center point P2 of the lower portion offollowers 2144 is greater than a length L2 between center point P1 andcenter point P2 defined when lift arm 2158 is disengaged (i.e., opened).

Decompression systems 2154 of the present disclosure are configured toengage when the cams rotate at approximately 125 rpm in order to assistengine cranking during starting. Additionally, decompression systems2154 are configured to disengage when the cams rotate at approximately400 rpm in order for engine 12 to idle properly. It may be appreciatedthat decompression system 2154 overcomes both gravitation force and theforce of spring 2166 when opening lift arm 2158 and moving to thedisengaged state. Additionally, spring 2166 is pre-loaded to a minimumamount that allows disengagement at approximately 400 rpm. Becausespring 2166 is only pre-loaded to the minimum amount needed to properlydisengage at 400 rpm, the amount of time needed for decompression system2154 to move between the disengaged state and the engaged statedecreases. For example, spring 2166 may be pre-loaded to 0.1-0.15N andmay have an outer coil diameter of less than approximately 6 mm.Cylindrical opening 2184 may have a diameter of approximately 6.5 mm.

Referring now to FIG. 127, crankcase 100 also supports oil pump assembly2190 therein. Illustratively, crankcase 100 includes a wet chamber 2194,which supports at least oil pump assembly 2190, and a dry or scavengechamber 2196, which supports at least crankshaft 2050 and other movingand rotating component of power train assembly 10. Wet chamber 2194 issupported at a rear end of crankcase 100 and is sealed from dry chamber2196 by a structural rib 2198. As shown in FIG. 127, dry chamber 2196 ispositioned forward of wet chamber 2194 and comprises a larger portion ofcrankcase 100 than does wet chamber 2194. Wet chamber 2194 may be filledwith oil up to a marking 2212 on a dipstick 2210 (FIG. 130). Byseparating the oil from the moving components of power train assembly10, the likelihood of adding air to the main oil volume decreases.

As shown in FIGS. 127-131, oil pump assembly 2190 is configured forlubricating, cooling, and pressurizing portions of power train assembly10 and includes a pump member 2200, a scavenge pick-up tube 2192, and aninlet 2202. In one embodiment, oil pump assembly 2190 also includes asecond inlet. Pump member 2200 is configured with a pressure system topump oil from sump 2204 to power train assembly 10 and a scavenge systemto bring excess oil from dry chamber 2196 back to wet chamber 2194.Additionally, pump member 2200 may include a check valve to prevent oilin wet chamber 2194 from accidentally draining into dry chamber 2196.Scavenge system may use gravitational force to assist in drawing oilfrom dry chamber 2196 back to wet chamber 2194. Inlet 2202 may include ascreen to filter debris from the oil in sump 2204 before the oil flowsto engine 12. In one embodiment, pump member 2200 includes a first rotorfor scavenging oil and a second rotor for pressurizing oil. For example,as shown in FIG. 128, pump member 2200 may include a positivedisplacement gerotor pressure section 2580 and a scavenge gerotorsection 2582. In one embodiment, pressure section 2580 may beapproximately 15 mm wide and scavenge section 2582 may be approximately30 mm wide. As such, pump member 2200 operates under approximately a 2:1ratio. In a further embodiment, pump member 2200 is configured to changethis ratio in order optimize oil circulation and limit the amount ofaeration. Pump member 2200 may be manufactured by Trico Corp. ofPewaukee, Wis.

Referring to FIG. 128, oil pump assembly 2190 also includes a gear 2206for operating pump member 2200. Gear 2206 may be an idler gear driven bythe output shaft of a driveline assembly 2320 of power train assembly10. In one embodiment, the ratio for driving gear 2206 is approximately1:1.59. Gear 2206 may be plastic in order to dampen the vibrations ofpower train assembly 10. Oil pump assembly 2190 continuously cycles oilto power train assembly 10 and continuously receives oil via thescavenge system.

In operation, as shown by the arrows indicating the direction of oilflow in FIGS. 127-142, pump member 2200 draws oil from sump 2204 intoinlet 2202. The oil drawn into pump member 2200 may be filtered by thescreen, mesh, or other filter member within inlet 2202. Illustrativeinlet 2202 may be comprised of a plastic injection molded portion thatis ultrasonically welded with a stainless steel screen.

In one embodiment, oil also may be drawn into pump member 2200 throughthe second inlet. The oil drawn into pump member 2200 flows into apassageway 2212 which intersects a passageway 2214 extending upwardlyand a passageway 2216 extending downwardly. Illustrative passageways2212, 2214, and 2216 are cast into first side 2046 of crankcase 100.Alternatively, passageways 2212, 2214, and 2216 may be drilled intocrankcase 100. As shown best in FIG. 128, passageway 2214 includes apressure member 2218 in order to pressurize oil as it flows toward abearing 2220 of an output shaft 2324 of driveline assembly 2320. Bearing2222 is supported on first side 2046 of crankcase 100. Illustratively,pressure member 2218 is a flow restrictor but pressure member 2218 maybe other devices configured to pressurize oil. As the oil flows towardbearing 2220, oil enters a circular channel 2222 positioned aroundbearing 2220. The oil in passageway 2214 lubricates bearing 2222 suchthat output shaft 2324 rotates on a layer of oil. It may be appreciatedthat the oil lubricating bearing 2222 may be filtered within pump member2200 but may not enter oil filter 422 (FIGS. 20 and 21).

As oil flows into passageway 2214, oil also simultaneously flows intopassageway 2216, as shown best in FIG. 129. Passageway 2216 is laterallyoffset from passageway 2214. Illustratively, passageway 2216 is inwardof passageway 2214. The oil in passageway 2216 flows into a firstlongitudinally-extending passageway 2224. As shown in FIGS. 129 and 130,first longitudinally-extending passageway 2224 is part of the pressuresystem of oil pump assembly 2190 and is adjacent a secondlongitudinally-extending passageway 2226, which is part of the scavengesystem of oil pump assembly 2190. Therefore, firstlongitudinally-extending passageway 2224 pumps oil to engine 23 andsecond longitudinally-extending passageway 2226 allows oil to flow fromdry chamber 2196 back to wet chamber 2194, as is further detailedhereinafter. In one embodiment, first longitudinally-extendingpassageway 2224 is outward of second longitudinally-extending passageway2226. Both first and second longitudinally-extending passageways 2224and 2226 may be cast into first side 2046 of crankcase 100.Alternatively, passageways 2224 and 2226 may be drilled into crankcase100.

Referring to FIG. 130, first and second longitudinally-extendingpassageways 2224 and 2226 extend between wet chamber 2194 and drychamber 2196 on first side 2046 of crankcase 100. Oil in firstlongitudinally-extending passageway 2224 may be pressurized in order toefficiently flow towards wet chamber 2194. Pressure sensor 2228 may becoupled to first longitudinally-extending passageway 2224 in order tomeasure the pressure of the oil therein.

As shown in FIG. 131, the oil in first longitudinally-extendingpassageway 2224 flows into dry chamber 2196 in order to lubricatecrankshaft 2050 (FIGS. 109 and 110). More particularly, the oil in firstlongitudinally-extending passageway 2224 flows into oil filter 422through port 490 in oil adapter 420 (FIGS. 20 and 21) before flowingtoward crankshaft 2050. The oil also may flow through oil cooler 424before flowing toward crankshaft 2050.

Referring still to FIG. 131, after the oil from firstlongitudinally-extending passageway 2224 flows through oil filter 422and/or oil cooler 424, the oil enters a passageway 2230 that extendsfrom first side 2046 to second side 2048 of crankcase 100. It may beappreciated that, unlike the oil in passageway 2214 for lubricatingbearing 2222, the oil in passageway 2230 has been filtered through oilfilter 422. The filtered oil in passageway 2230 simultaneously flowstoward a first upwardly-extending passageway 2232 and a secondupwardly-extending passageway 2234. Passageways 2230, 2232, and 2234 maybe cast into crankcase 100. Alternatively, passageways 2230, 2232, and2234 may be drilled into crankcase 100.

The oil entering first upwardly-extending passageway 2232 flows toward afirst bearing 2238 for crankshaft 2050. Illustratively, both firstupwardly-extending passageway 2232 and first bearing 2238 are supportedon first side 2046 of crankcase 100. The oil flows into a circularchannel 2236 extending around first bearing 2238. Additionally, firstbearing 2238 may include at least one port 2240 (FIG. 141) through whichat least a portion of the oil in channel 2236 flows. The oil that flowsthrough port 2240 flows in a circular channel 2239 on first bearing 2238in order to lubricate other components of power train assembly 10, as iffurther detailed hereinafter. As shown in FIG. 131, circular channel2236 is concentric with circular channel 2239 of first bearing 2238.

As oil flows through passageway 2232 toward first bearing 2238 ofcrankshaft 2050, oil also simultaneously flows through secondupwardly-extending passageway 2234 on second side 2048 of crankcase 100.The oil in second upwardly-extending passageway 2234 flows into acircular channel 2242 extending around a second bearing 2244 ofcrankshaft 2050. Additionally, second bearing 2244 may include at leastone port 2246 (FIG. 141) through which at least a portion of the oil inchannel 2242 flows. The oil that flows through port 2246 flows in acircular channel 2245 on second bearing 2244 in order to lubricate othercomponents of power train assembly 10, as if further detailedhereinafter. As shown in FIG. 131, circular channel 2242 is concentricwith circular channel 2245 of second bearing 2244.

Oil flowing through channel 2242 and around second bearing 2244 flows invarious directions. For example, as detailed above, the oil flows aroundchannel 2242 to lubricate bearing 2244. The oil in channel 2242 also mayflow into port 2246 to lubricate portions of power train assembly 10.Additionally, the oil in channel 2242 may continue to flow upwardlytoward an oil jacket or casing 2248, as is detailed further herein.

Referring to FIGS. 132 and 133, oil casing 2248 is coupled to secondside 2048 of crankcase 100 with conventional fasteners. Oil casing 2248allows oil to flow toward camshafts 2114 a, 2114 b, 2114 c, crankshaft2050, push rods 124, 126, and other components of valve train assembly2130.

Referring to FIG. 134, a third upwardly-extending passageway 2250 ispositioned above second bearing 2244 on second side 2048 of crankcase100. Third upwardly-extending passageway 2250 is in fluid communicationwith circular channel 2242 and allows oil to flow toward oil casing2248. As shown in FIGS. 134 and 135, when the oil flows to the upperportion of third upwardly-extending passageway 2050, the oil separatesinto various other passageways to flow oil to other portions of valvetrain assembly 2130. Illustratively, the oil enters an upper port 2252,which divides into two flows of oil in order to lubricate cylinders 70and 72. More particularly, the oil at port 2252 travels through an oilconduit 2254 to a first lower port 2256 (FIG. 134) in order to lubricatecylinder 70 with a pressure member 2262 (FIG. 139). Additionally, theoil entering upper port 2252 travels through an oil conduit 2264 to asecond lower port 2260 (FIG. 135) in order to lubricate cylinder 72 witha pressure member 2266 (FIG. 139). As shown in FIG. 135, pressuremembers 2262, 2266 may be spray nozzles or any other pressure devicesconfigured to pressurize the oil in an upward direction. Oil casing 2248includes recesses 2249 for receiving components such as oil conduit2254. In one embodiment, pressure members 2262, 2266 are configured toopen at a predetermined pressure.

Referring to FIG. 134, as the oil enters upper port 2252, oil in thirdupwardly-extending passageway 2250 also may simultaneously enter a lowerport 2268 and a passageway 2270. The oil entering passageway 2270 flowsthrough oil casing 2248 toward a port 2272. More particularly, the oilflowing through passageway 2270 flows in an outward direction from port2268 because the oil in passageway 2270 lubricates cylinder 70, which islaterally outward of cylinder 72. When the oil in passageway 2270reaches port 2272, the oil flows in a plurality of directions. Forexample, as shown in FIG. 134, the oil flows into an oil conduit 2274having a pressure member 2276 positioned above crankshaft 2050.Illustratively, pressure member 2276 is a nozzle that may pressurize theoil and spray oil onto crankshaft 2050. Additionally, the oil at port2272 flows in a forward direction toward cylinder 70 in order tolubricate push rods 124 and 126.

As shown best in FIG. 137, the oil from port 2272 flows into a firstpush rod passageway 2278 toward an opening 2280 for intake push rod 124and an opening 2282 for exhaust push rod 126. Because the oil in firstpush rod passageway 2278 is pressurized, the oil flows in both an upwardand downward direction at openings 2280, 2282. For example, the oil atopenings 2280, 2282 flows downward to lubricate camshafts 2114 c, 2114b, respectively. Additionally, the oil at openings 2280, 2282 flowsupwardly due to the pressure in order to enter push rods 124, 126,respectively, and lubricate cylinder head 142.

Referring to FIGS. 137-140, in order to lubricate cylinder heads 140,142, pressurized oil flows upward toward followers 2144, 2146 (FIG.138). The oil enters an opening 2284 on a roller 2286 coupled to intakepush rod 124. The oil from opening 2284 flows into an opening 2292 ofintake push rod 124. Similarly, oil enters an opening 2288 on a roller2290 coupled to exhaust push rod 126. The oil from opening 2288 flowsinto an opening 2294 of exhaust push rod 126. As shown in FIG. 139, theoil in push rods 124, 126 flows up to cylinder head 142 of cylinder 70in order to lubricate intake valve 176 and exhaust valve 172. Crankcase100 may include a check valve for limiting when the oil flows intocylinder heads 140, 142. For example, the check valve may be configuredto allow oil to flow only at higher engine speeds.

As shown in FIG. 140, when the oil in openings 2292, 2294 flows to theupper portion of respective push rods 124, 126, the oil exits throughrespective ports 2296, 2298. The pressurized oil exits ports 2296, 2298and contacts a deflection member 2300 positioned above ports 2296, 2298.As such, the oil no longer flows in an upward direction, but rather,flows outwardly toward intake and exhaust valves 176, 172, respectively,for lubrication.

Referring now to FIG. 141, as the oil from third upwardly-extendingpassageway 2250 flows toward passageway 2270 and port 2272, oil alsosimultaneously flows through lower port 2268. From lower port 2268, theoil flows through a passageway 2302 toward bearing 2244 for crankshaft2050. In addition to the oil from second upwardly-extending passageway2234, the oil from passageway 2302 lubricates bearing 2244 and othercomponents of power train assembly 10.

Additionally, the oil at lower port 2268 simultaneously flows into asecond push rod passageway 2304, as shown in FIG. 136. Moreparticularly, as with cylinder 70, cylinder 72 is lubricated with oilflowing through second push rod passageway 2304 toward an opening 2306for intake push rod 124 and an opening 2308 for exhaust push rod 126.Because the oil in second push rod passageway 2304 is pressurized, theoil flows in both an upward and downward direction at openings 2306,2308. For example, the oil at openings 2306, 2308 flows downward tolubricate camshafts 2114 c, 2114 a, respectively. Additionally, the oilat openings 2306, 2308 flows upwardly due to the pressure in order toenter push rods 124, 126, respectively, and lubricate cylinder head 140in the same manner illustrated in FIGS. 138-140 for cylinder 70.Illustratively, intake and exhaust valves 176 and 172 are lubricatedwhen the oil in push rods 124 and 126 exits ports 2296 and 2298 andcontacts deflection member 2300.

In addition to lubricating engine 12, the oil also lubricates drivelineassembly 2320. More particularly, in addition to feeding second pressuremember 2262, the oil at second lower port 2260 also simultaneously flowsthrough an oil conduit 2312 to a driveline port 2314, as shown in FIGS.141 and 142. Driveline port 2314 delivers oil to driveline assembly 2320of power train assembly 10. As shown in FIGS. 143-146, drivelineassembly 2320 includes an input shaft 2322, an output shaft 2324, ashift drum member 2326, a shifter assembly 2328, and a plurality ofgears (e.g., helical gears). Shift drum member 2326 is coupled to aninput rod 2330 and an output rod 2334. Input rod 2330 is coupled to afirst shift fork 2332 in order to engage specific gears, as is detailedfurther hereinafter. Output rod is coupled to a second shift fork 2336and a third shift fork 2338 in order to engage other gears, as isdetailed further hereinafter.

Referring to FIG. 145, input shaft 2322 includes a first end 2340adjacent a first splined portion 2344 and a second end 2342 adjacent asecond splined portion 2346. Intermediate first and second splinedportions 2344, 2346 are gears 2348 and 2350, as is detailed furtherhereinafter. Adjacent gear 2348 is a gear member, illustratively fifthgear 2352. A bearing member 2354 may be positioned between input shaft2322 and fifth gear 2352 to allow rotation of fifth gear 2352 relativeto input shaft 2322. A first clutch member 2356, illustratively asliding dog clutch, is positioned adjacent fifth gear 2352 and is notfixed to input shaft 2322. An internal splined surface 2358 of firstclutch member 2356 engages an external splined surface 2364 of a bearing2360. An internal splined surface 2362 of bearing 2360 engages firstsplined portion 2344 of input shaft 2322. Another gear member,illustratively sixth gear 2366, is positioned adjacent first clutchmember 2356 on input shaft. An center opening of sixth gear 2366 engagesa bearing 2368, which includes an internal splined surface 2370 forengaging first splined portion 2344 of input shaft 2322. Adjacent sixthgear 2366 is a further gear 2372 which includes an internal splinedsurface 2374 for engaging first splined portion 2344. A gear 2376 ispositioned at first end 2340 of input shaft 2322 and is coupled theretowith a fastener 2378.

Referring to FIG. 146, input shaft 2322 is coupled to output shaft 2324via gears 2348, 2350, 2352, 2360, 2372, and 2376. Output shaft 2324includes a first end 2380 having a first splined portion 2384 and asecond end 2382 having a second splined portion 2386. A flange 2388 ispositioned intermediate first and second splined portions 2386, 2388. Agear member, illustratively second gear 2392, is coupled to output shaft2324 with a bearing 2390. Adjacent second gear 2392 is a second clutchmember 2400, illustratively a sliding dog clutch, which is coupled tooutput shaft 2324 via a bearing 2394 and is not fixed to output shaft2324. Bearing 2394 has an external splined surface 2398 for engaging aninternal splined surface 2402 of second clutch member 2400. Bearing 2394also has an internal splined surface 2396 for engaging second splinedportion 2386 of output shaft 2324. An additional gear member,illustratively fourth gear 2408, is positioned adjacent second clutchmember 2400. Fourth gear 2408 engages with second splined portion 2386through a bearing 2404, which includes an internal splined surface 2406.A gear 2410 is adjacent fourth gear 2408 and engages second splinedportion 2386 via an internal splined surface 2412. Additionally, afurther gear 2414 is positioned adjacent gear 2410 and engages secondsplined portion 2386 via an internal splined surface 2416. Another gearmember, illustratively third gear 2422, engages second splined portion2386 via a bearing 2418, which includes an internal splined surface2420. Third gear 2422 is adjacent a third clutch member 2424,illustratively a sliding dog clutch, which is not fixed to output shaft2324. An internal splined surface 2426 of third clutch member 2424engages an external splined surface 2432 of a bearing 2428. An internalsplined surface 2430 of bearing 2428 engages second splined portion2386. Output shaft 2324 also includes a first gear 2436 adjacent thirdclutch member 2424. First gear 2436 may rotate relative to output shaft2324 via a bearing 2434. A bearing 2438 is secured to second end 2382 ofoutput shaft 2324 with a fastener 2440.

As shown in FIG. 147, first side 2340 of input shaft 2322 receives oilfrom driveline port 2314 into an internal conduit 2442. The oil flowsthrough internal conduit in the direction of the arrows in FIG. 147. Aportion of the oil flows through an outlet 2444 in order to lubricatebearing 2368. More particularly, the oil flows through outlet 2444 andenters a channel 2446 of bearing 2368. A portion of the oil in channel2446 also may exit channel 2446 through openings 2369 of bearing 2368(FIG. 145) in order to lubricate the internal surface of sixth gear2366.

Similarly, a portion of the oil flowing through conduit 2442 flowsthrough an outlet 2448 in order to lubricate bearing 2354. The oilenters a channel 2450 of bearing 2354 and a portion may exit channel2450 via openings 2353 (FIG. 145) in order to lubricate the internalsurface of fifth gear 2352.

The oil that remains in conduit 2442 continues to flow toward second end2342 of input shaft 2322. At second end 2342, a portion of the oil flowsthrough an outlet 2452 in order to lubricate and cool a portion of acharging assembly (not shown). Additionally, the remaining portion ofoil in conduit 2442 flows through a pressure member 2454, illustrativelya spray nozzle, and exits conduit 2442 at second end 2342 in order tocool and lubricate a stator member (not shown) of the charging assembly.The charging assembly may be an ACG charging assembly.

As with input shaft 2322, oil also enters output shaft 2324 in order tolubricate portions of driveline assembly 2320. Referring still to FIG.147, oil enters an internal conduit 2456 of output shaft 2324 frompassageway 2214. As such, passageway 2214 supplies oil to both bearing2220 and internal conduit 2456 of output shaft 2324. Oil flows throughoutput shaft 2324 in the direction of the arrows in FIG. 147. A portionof the oil flowing through conduit 2456 may flow through an outlet 2458in order to lubricate bearing 2434. The oil enters a channel 2460 ofbearing 2434 and a portion may exit channel 2460 via openings 2433 (FIG.146) in order to lubricate the internal surface of first gear 2436.

A portion of the oil remaining in conduit 2456 also flows through anoutlet 2462 in order to lubricate bearing 2418. The oil enters a channel2464 and may exit channel 2464 via openings 2419 (FIG. 146) in order tolubricate the internal surface of third gear 2422.

Additionally, a portion of the oil remaining in conduit 2456 flowsthrough an outlet 2468 in order to lubricate bearing 2404. The oilenters a channel 2470 and a portion may exit channel 2470 via openings2405 (FIG. 146) in order to lubricate the internal surface of fourthgear 2408.

The remaining portion of oil in conduit 2456 flows through an outlet2472 in order to lubricate bearing 2390. The oil enters a channel 2474and a portion may exit channel 2474 via openings 2391 (FIG. 146) inorder to lubricate the internal surface of second gear 2392. As such, itmay be appreciated that one embodiment of driveline assembly 2320operates on a layer of oil rather than needle bearings.

Referring now to FIGS. 148 and 149, when oil flows to crankshaft 2050via first and second upwardly-extending passageways 2232, 2234, aportion of the oil enters bearings 2236, 2242 through ports 2240, 2246in order to flow within channels 2239, 2245, respectively. A portion ofthe oil in channels 2239 and 2245 enters crankshaft 2050. Moreparticularly, a portion of the oil in channel 2239 enters port 2055 andflows into a conduit 2480. A portion of the oil continues flowing withinconduit 2480 toward a conduit 2486 in order to flow through ports 2063and lubricate connecting rods 2500. The remaining portion of the oil inconduit 2480 flows into a conduit 2482 and exits conduit 2482 andcrankshaft 2050 via port 2061. The oil exiting port 2061 lubricates aportion of power train assembly 10, for example compensator assembly2070.

Similarly, a portion of the oil in channel 2245 enters port 2057 andflows into a conduit 2488. The oil flows into a conduit 2490 and exitsconduit 2490 via a conduit 2492 and port 2059 in order to lubricateadditional components of power train assembly 10. Additionally, oil issupplied to portions of crankshaft 2050 via conduit 2274 (FIG. 132).

Because oil from wet chamber 2194 has entered dry chamber 2196, thescavenge system of oil pump assembly 2190 scavenges oil from dry chamber2196 and returns the oil to sump 2204 of wet chamber 2194. As such, thescavenge system of oil pump assembly 2190 prevents excess oil within drychamber 2196, which may increase the longevity of the components ofpower train assembly 10 and oil pump assembly 2190 and also may reduceparasitic drag on components of power train assembly 10. In oneembodiment, as shown in FIG. 130, the scavenge system of oil pumpassembly 2190 drains oil from dry chamber 2196 into a filter member2494, as shown in FIG. 130. Filter member 2494 is positioned within aconduit 2496 which intersects with second longitudinally-extendingpassageway 2226. Filter member 2494 and conduit 2496 are positionedbelow crankshaft 2050, as shown in FIG. 135. After flowing throughfilter member 2494, the oil from dry chamber 2196 flows through secondlongitudinally-extending passageway 2226 and into a port 2498 in orderto flow back into pump member 2200 in wet chamber 2194, as shown in FIG.150. When the oil from dry chamber 2196 enters pump member 2200, the oilmay be filtered through a pick-up screen and air may be settled out ofthe oil. The oil then recirculates through oil pump assembly 2190.

Additionally, and referring to FIG. 128, any oil within housing 102 mayflow into dry chamber 2196 via a port 2502 on first side 2046 ofcrankcase 100. As such, scavenge system also prevents excess oil inhousing 102. As shown in FIG. 135, oil scavenged from housing 102 maypass by or under a plate or scraper member 2506 and enter a conduit 2504coupled to filter member 2494. Also, a cast or drilled opening 2508 maybe provided for scavenging oil from dry chamber 2196.

Referring to FIG. 151, when oil is supplied thereto, driveline assembly2320 is properly operated through its connection to crankshaft 2050. Anoutput gear 2518 of crankshaft 2050 is coupled to an input gear 2520 ofinput shaft 2322. Additionally, crankshaft 2050 is coupled to acounterweight gear 2510 via a gear 2512. As shown in FIG. 151,counterweight gear 2510 is coupled to a counterweight 2516 on shaft2514.

As shown best in FIG. 147, input and output shafts 2322, 2324 operatetogether as crankshaft 2050 rotates. More particularly, first shift fork2332 cooperates with shift drum member 2326 in order to move firstclutch member 2356 between fifth gear 2352 and sixth gear 2366 whenfifth or sixth gear is selected by the rider. As such, when first clutchmember 2356 is engaged with fifth gear 2352, vehicle 2 is “in fifthgear” such that fifth gear 2352 rotates at the speed of input shaft2322. Fifth gear 2352 rotates with gear 2414 on output shaft 2324.Similarly, when first clutch member 2356 is engaged with sixth gear2366, vehicle 2 is “in sixth gear” such that sixth gear 2366 rotateswith input shaft 2322. Sixth gear 2366 rotates with gear 2410 on outputshaft 2324. However, when first clutch member 2356 is not engaged withfifth gear 2352 and/or sixth gear 2366, fifth gear 2352 and/or sixthgear 2366 are configured to “free wheel” or rotate about input shaft2322 at a speed other than that of input shaft 2322.

Additionally, second and third shift forks 2336 and 2338 on output shaft2324 cooperate with shift drum member 2326 in order to move third clutchmember 2424 between first gear 2436 and third gear 2422 when first orthird gear is selected by the rider, and to move second clutch member2400 between second gear 2392 and fourth gear 2408 when second or fourthgear is selected by the rider. As such, when third clutch member 2424 isengaged with first gear 2436, vehicle 2 is “in first gear” such thatfirst gear 2436 rotates with output shaft 2324. First gear 2436 rotateswith gear 2350 on input shaft 2322. Additionally, when third clutchmember 2424 engages third gear 2422, vehicle 2 is “in third gear” suchthat third gear 2422 rotates with output shaft 2324. Third gear 2422rotates with gear 2348 on input shaft 2322. However, if third clutchmember 2424 is not engaged with first gear 2436 and/or third gear 2422,then first gear 2436 and/or third gear 2422 are configured to free wheelabout output shaft 2324.

Similarly, when second clutch member 2400 engages fourth gear 2408,vehicle 2 is “in fourth gear” such that fourth gear 2408 rotates withoutput shaft 2324. Fourth gear 2408 rotates with gear 2372 on inputshaft 2322. When second clutch member 2400 engages second gear 2392,vehicle 2 is “in second gear” such that second gear 2392 rotates withoutput shaft 2324. Second gear 2392 rotates with gear 2376 on inputshaft 2322.

Referring to FIGS. 152 and 153, shifter assembly 2328 allows first,second, and third shift forks 2332, 2336, and 2338 to move along shiftdrum member 2326 in order to move first, second, and third clutchmembers 2356, 2400, and 2424, respectively, and change gears duringoperation of vehicle 2. Shifter assembly 2328 includes a rocker arm2530, a shaft 2532, a plate 2534, a bushing 2536, a first spring member2538, a coupler 2540, a washer 2542, and a bearing 2544. As shown inFIG. 152, rocker arm 2530, shaft 2532, and plate 2534 are positionedbelow input shaft 2322 of driveline assembly 2320. Bushing 2536, firstspring member 2538, washer 2542, and bearing 2544 are positioned inwardof plate 2534. Rocker arm 2530 is coupled to plate 2534 with a fastener2548.

Rocker arm 2530 is coupled at one end to a second spring member 2550,which is also coupled to plate 2534. Additionally, the opposing end ofrocker arm 2530 engages with a cover member 2554 and a profiled member2556. As shown in FIGS. 152 and 153, profiled member 2556 is positionedinward of cover member 2554. Rocker arm 2530 is positioned generallybelow profiled member 2556 and cover member 2554. Cover member 2554 andprofiled member 2556 are coupled to crankcase 100 with a fastener 2552and a fastener 2558.

Shifter assembly 2328 further includes an arm 2564, a spacer 2566, and athird spring member 2570. Arm 2564, spacer 2566, and third spring member2570 are coupled to each other and crankcase 100 with fasteners 2562 and2568.

In operation, as shown in FIG. 152, a rider may engage and move shaft2532, which moves second spring member 2550 and, therefore, also movesrocker arm 2530. Rocker arm 2530 is configured to move or rotate about apost 2560, cover member 2554 and profiled member 2556. A pin 2546extends at least partially through an opening in plate 2534 and contactsplate 2534 to prevent the rider from shifting through multiple gears.

Referring to FIG. 116, in one embodiment, power train assembly 10further includes a starter motor 2572. Starter motor 2572 is positionedon a front portion of crankcase 100. Starter motor 2572 includes asplined end 2574 which drives a backlash gear 2576. Backlash gear 2576is spring-loaded to prevent vibrations in lower train assembly 10 fromtransferring to other portions of power train assembly 10. Backlash gear2576 is configured to fail if a backfire occurs in order to save engine12.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

1. A vehicle including: a frame; a plurality of ground-engaging memberssupporting the frame; an engine supported by the frame and operablycoupled to the ground-engaging members; and an electrical systemincluding at least one control unit operative to control the engine anda plurality of electrical components of the electrical system, and anoperator input device operably coupled to the at least one control unit,wherein in response to an actuation of the operator input device whilethe electrical system and the engine are each in a powered off state,the at least one control unit is operative to power on the electricalsystem and start the engine if a duration of the actuation is longerthan a threshold duration and to maintain at least the engine in thepowered off state if the duration of the actuation is less than thethreshold duration.
 2. The vehicle of claim 1, further including asecond operator input device electrically coupled to the at least onecontrol unit, the at least one control unit being operative to power onthe electrical system without starting the engine in response todetecting an actuation of the second operator input device while theelectrical system and the engine are each in the powered off state. 3.The vehicle of claim 2, wherein in response to detecting an actuation ofthe operator input device after powering on the electrical system andwhile the engine is in the powered off state, the at least one controlunit is operative to start the engine.
 4. The vehicle of claim 1,wherein the at least one control unit is further operative to maintainthe electrical system in the powered off state if the duration of theactuation of the operator input device is less than the thresholdduration.
 5. The vehicle of claim 1, further including a wirelesssecurity device detectable by the at least one control unit, the atleast one control unit being operative to determine whether the wirelesssecurity device is within a range of the vehicle in response todetecting the actuation of the operator input device, the at least onecontrol unit powering on the electrical system and starting the engineif both the wireless security device is present and the duration of theactuation of the operative input device is longer than the thresholdduration.
 6. The vehicle of claim 5, wherein the at least one controlunit determines that the wireless security device is within the range bytransmitting a wireless signal to the wireless security device andreceiving a return signal from the wireless security device.
 7. Thevehicle of claim 1, wherein the operator input device includes apushbutton, and the duration of the actuation of the operator inputdevice corresponds to a continuous time that the operator input deviceis depressed by the operator.
 8. The vehicle of claim 1, wherein the atleast one control unit includes an engine control unit for controllingthe engine and a vehicle control unit for controlling the plurality ofelectrical components of the electrical system, and the vehicle controlunit powers on the electrical system and instructs the engine controlunit to start the engine when the duration of the actuation of theoperative input device is longer than the threshold duration.
 9. Amethod of controlling the startup of a vehicle carried out by at leastone control unit of the vehicle, the method including: detecting anactuation of an operator input device of the vehicle while an electricalsystem and an engine of the vehicle are each in a powered off state;monitoring a duration of the actuation of the operator input device;powering on the electrical system and starting the engine in response tothe duration of the actuation being longer than a threshold duration;and maintaining at least the engine in the powered off state in responseto the duration of the actuation being less than the threshold duration.10. The method of claim 9, wherein the maintaining further includesmaintaining the electrical system in the powered off state in responseto the duration of the actuation of the operator input device being lessthan the threshold duration.
 11. The method of claim 10, furtherincluding powering on the electrical system without starting the enginein response to detecting an actuation of a second operator input deviceof the vehicle while the electrical system and the engine are each inthe powered off state.
 12. The method of claim 11, further including,after powering on the electrical system in response to detecting theactuation of the second operator input device and while the engine is inthe powered off state, starting the engine in response to detecting anactuation of the operator input device.
 13. The method of claim 9,further including determining whether a wireless security device iswithin a range of the vehicle in response to detecting the actuation ofthe operator input device, and powering on the electrical system andstarting the engine if both the wireless security device is present andthe duration of the actuation of the operative input device is longerthan the threshold duration.
 14. A two-wheeled vehicle including: aframe; a front ground-engaging member and a rear ground-engaging membereach supporting the frame; a straddle-type seat; a handlebar forsteering the vehicle; an engine supported by the frame and operablycoupled to the ground-engaging members; a storage compartment supportedby the frame and including an access door and a lock device configuredto lock and unlock the access door, the access door being moveablebetween an open position and a closed position; an electrical systemincluding a vehicle control unit and a plurality of electricalcomponents controlled by the vehicle control unit, the vehicle controlunit being operably coupled to the lock device of the storagecompartment; and a portable wireless security device operative tocommunicate with the vehicle control unit, the portable wirelesssecurity device including an operator input and a transmitter operativeto transmit a wireless signal to the vehicle control unit when theelectrical system is in a powered off state in response to an actuationof the operator input, the vehicle control unit being configured tocontrol the lock device to at least one of lock and unlock the accessdoor of the storage compartment in response to receiving the wirelesssignal from the portable wireless security device while the electricalsystem is in the powered off state.
 15. The vehicle of claim 14, whereinin response to the access door remaining in the closed position for apredetermined duration after unlocking the lock device in response toreceiving the wireless signal, the vehicle control unit automaticallycontrols the lock device to lock the access door in the closed position.16. The vehicle of claim 14, wherein the storage compartment includes asaddlebag extending laterally outwardly from the rear ground-engagingmember.
 17. The vehicle of claim 14, further including an engine controlunit in communication with the vehicle control unit for controlling theengine, wherein the portable wireless security device includes a secondoperator input, the transmitter being operative to transmit a secondwireless signal to the vehicle control unit in response to an actuationof the second operator input, the vehicle control unit being configuredto lock out operation of at least one of the vehicle control unit andthe engine control unit in response to receiving the second wirelesssignal from the portable wireless security device.
 18. A two-wheeledvehicle including: a frame; a front ground-engaging member and a rearground-engaging member each supporting the frame; a straddle-type seat;a handlebar for steering the vehicle; at least one light deviceconfigured to operate in a hazard mode; an engine supported by the frameand operably coupled to the ground-engaging members; a tilt sensor; anda vehicle control unit in communication with the tilt sensor andoperative to detect a tilt angle of the vehicle based on output from thetilt sensor, the vehicle control unit being operative to determine atip-over condition of the vehicle based on the detected tilt angleexceeding a threshold tilt angle, the vehicle control unit activatingthe hazard mode of the at least one light in response to thedetermination of the tip-over condition.
 19. The vehicle of claim 18,wherein the vehicle control unit further disables the engine in responseto the determination of the tip-over condition.
 20. The vehicle of claim18, wherein the vehicle control unit further shuts down a fuel supply tothe engine in response to the determination of the tip-over condition.21. The vehicle of claim 18, further including a speed sensor incommunication with the vehicle control unit, the vehicle control unitdetecting at least one of a vehicle speed and a vehicle decelerationbased on output from the speed sensor, the vehicle control unitdetermining the tip-over condition further based on the at least one ofthe vehicle speed and the vehicle deceleration.
 22. The vehicle of claim21, wherein the threshold tilt angle is larger for faster vehiclespeeds.
 23. The vehicle of claim 18, wherein the vehicle control unitactivates the hazard mode of the at least one light in response to thedetermination of the tip-over condition when the engine is powered on orpowered off.
 24. A two-wheeled vehicle including: a frame; a frontground-engaging member and a rear ground-engaging member each supportingthe frame; a straddle-type seat; a handlebar for steering the vehicle;an engine supported by the frame and operably coupled to theground-engaging members; a fuel tank containing fuel for use by theengine; a fuel level sensor coupled to the fuel tank; a tilt sensor; anda vehicle control unit in communication with the fuel level sensor andthe tilt sensor and operative to detect a tilt angle of the vehiclebased on output from the tilt sensor and a fuel level in the fuel tankbased on output from the fuel level sensor, the vehicle control unitbeing operative to adjust the detected fuel level based on the detectedtilt angle of the vehicle.
 25. The vehicle of claim 24, furtherincluding a vehicle speed sensor in communication with the vehiclecontrol unit, the vehicle control unit adjusting the detected fuel levelfurther based on a detected speed of the vehicle.
 26. The vehicle ofclaim 24, the vehicle control unit adjusting the detected fuel levelfurther based on an internal geometry of the fuel tank.
 27. The vehicleof claim 24, wherein the tilt sensor is an accelerometer.
 28. Thevehicle of claim 24, further including a float positioned in the fueltank, the fuel level sensor outputting a signal representative of thefuel level based on a position of the float.
 29. The vehicle of claim24, wherein the vehicle control unit provides the adjusted fuel levelfor display on a display.
 30. A method of determining a fuel level of atwo-wheeled vehicle, the two-wheeled vehicle including a straddle seat,a handlebar, a front ground-engaging member, and a rear ground-engagingmember, the method including: detecting a fuel level in a fuel tank ofthe vehicle based on output from a fuel level sensor; detecting a tiltangle of the vehicle based on output from a tilt sensor; and adjustingthe detected fuel level based on the detected tilt angle of the vehicle.31. The method of claim 30, further including detecting a speed of thevehicle based on output from a vehicle speed sensor, and adjusting thedetected fuel level further based on the detected speed of the vehicle.32. The method of claim 30, further including displaying the adjustedfuel level on a display of the vehicle.